Pneumatic tires

Abstract

To provide a pneumatic tire which achieves both wet steering stability and dry steering stability.SOLUTION: In tire plan view, groove center lines of circumferential direction main grooves 110 and 120 are periodically shifted in a tire width direction as advancing in a tire circumferential direction, a first inclined groove 130 extends to respective vehicle mounting sides with a circumferential main groove arranged on the vehicle mounting innermost side WI among the plurality of circumferential main grooves as a starting point, and a second inclined groove 140 extends to a vehicle mounting outside with a circumferential main groove arranged on the vehicle mounting outermost side WO among the plurality of circumferential main grooves as a starting point.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a pneumatic tire having improved wet handling stability and dry handling stability. [Background technology]

[0002] Patent Document 1 discloses a pneumatic tire having four main grooves extending in the circumferential direction of the tire on the tread surface of the tread portion. In this document, the main grooves are formed in a wave shape with a constant groove width in the circumferential direction of the tire and with periodic amplitude.

[0003] According to Patent Document 1, each main groove is formed in a wavy shape with periodic amplitude, so that the main groove is widened as a whole, improving drainage and maintaining braking performance on wet roads. Also, each main groove has a constant groove width in the tire circumferential direction, so that the rigidity of each land portion formed by each main groove near the main groove is uniformized, improving wear resistance. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2017-24657 A Summary of the Invention [Problem to be solved by the invention]

[0005] Pneumatic tires having main grooves with wavy shapes having periodic amplitudes, such as the pneumatic tire disclosed in Patent Document 1, combine wet driving stability, such as drainage performance, with dry driving stability, such as wear resistance.

[0006] However, there is a demand for pneumatic tires that have both higher wet and dry steering stability.

[0007] An object of the present disclosure is to provide a pneumatic tire that achieves both wet and dry steering stability. [Means for solving the problem]

[0008] The present inventors have found that the above object can be achieved by the following means: Aspect 1 A pneumatic tire having a specified mounting direction with respect to a vehicle and a plurality of circumferential main grooves on a tread surface of a tread portion, In plan view of the tire, The groove center line of the circumferential main groove is periodically displaced in the tire width direction as it progresses in the tire circumferential direction, and A vehicle-mounting inner chamfered portion having a constant chamfer width is formed on an edge portion of the circumferential main groove on a vehicle-mounting inner side. A pneumatic tire characterized by: Aspect 2 2. The pneumatic tire according to claim 1, wherein a vehicle-mounting-outer chamfered portion having a constant chamfer width is formed on an edge portion on a vehicle-mounting-outer side of at least the circumferential main groove that is disposed on the vehicle-mounting-innermost side among the plurality of circumferential main grooves. Aspect 3 The chamfer width of the inner chamfered portion of the vehicle mounting portion is W AI The chamfer width of the outer chamfered portion of the vehicle mounting surface is W AO The pneumatic tire according to aspect 2, wherein the following formula (1) is satisfied: W AO <W AI (1) Aspect 4 The total groove area of ​​the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane is S SI The total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is S SO The pneumatic tire according to any one of aspects 1 to 3, which satisfies the following formula (2) when S SO SI (2) Aspect 5 ​A pneumatic tire according to any one of aspects 1 to 4, wherein, for two adjacent circumferential main grooves, an average groove width of the circumferential main groove on an inner side mounted on a vehicle is greater than an average groove width of the circumferential main groove on an outer side mounted on a vehicle. Aspect 6 A pneumatic tire according to any one of aspects 1 to 5, wherein, in all combinations of two adjacent circumferential main grooves, an average groove width of the circumferential main groove on an inner side mounted on a vehicle is greater than an average groove width of the circumferential main groove on an outer side mounted on a vehicle. Aspect 7 When viewed from the tire meridian cross section, The maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove in the case where the circumferential main groove does not exist is d G and the maximum value of the tire radial direction length from the tire surface profile to the tire radially innermost position of the vehicle-mounted inner chamfer portion is d CI The pneumatic tire according to any one of aspects 1 to 6, which satisfies the following formula (3) when 0.05 <d CI / d G <0.40 (3) Aspect 8 When viewed from the tire meridian cross section, Among the plurality of circumferential main grooves, at least the circumferential main groove disposed on the inner side of the vehicle mounting, The inclination angle of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction is θ GI and the inclination angle of the vehicle-mounted outer groove wall of the circumferential main groove with respect to the tire radial direction is θ GO The pneumatic tire according to any one of aspects 1 to 7, which satisfies the following formula (4) when θ GI <θ GO (4) Aspect 9: a first inclined groove, a second inclined groove, a third inclined groove, and a fourth inclined groove; the first inclined groove extends to each vehicle mounting side from the circumferential main groove located on the innermost side of the vehicle among the plurality of circumferential main grooves as a starting point, and an end portion in the vehicle mounting outer side direction terminates within a land portion adjacent to the vehicle mounting outer side of the circumferential main groove located on the innermost side of the vehicle among the plurality of circumferential main grooves, and an end portion in the vehicle mounting inner side direction terminates within a land portion adjacent to the vehicle mounting inner side of the circumferential main groove located on the innermost side of the vehicle among the plurality of circumferential main grooves, the second inclined groove extends from the circumferential main groove that is disposed furthest from the vehicle mounting outer side among the plurality of circumferential main grooves as a starting point toward the vehicle mounting outer side, an end portion in the vehicle mounting outer side direction terminates within a land portion adjacent to the vehicle mounting outer side of the circumferential main groove that is disposed furthest from the vehicle mounting outer side among the plurality of circumferential main grooves, and an end portion in the vehicle mounting inner side direction terminates in communication with the circumferential main groove that is disposed furthest from the vehicle mounting outer side among the plurality of circumferential main grooves, The third inclined groove is arranged such that both ends thereof terminate within a land portion adjacent to the vehicle mounting inner side of the circumferential main groove that is arranged on the innermost vehicle mounting side among the plurality of circumferential main grooves, The fourth inclined groove is arranged such that both ends thereof terminate within a land portion adjacent to the outer side of the circumferential main groove that is arranged on the outermost vehicle mounting side among the plurality of circumferential main grooves. 9. The pneumatic tire of any one of the first to eighth embodiments. Aspect 10 The pneumatic tire of aspect 9 further includes a fifth inclined groove, the fifth inclined groove being arranged so that both ends terminate within a land portion adjacent to the vehicle-mounting outer side of the circumferential main groove that is arranged on the vehicle-mounting outer side among the plurality of circumferential main grooves, and the fifth inclined groove having a groove length shorter than that of the fourth inclined groove. Aspect 11 With respect to the tire width direction, the third inclined groove and the fourth inclined groove extend across a ground contact edge, and the fifth inclined groove terminates on the tire equatorial plane side of the ground contact edge. 11. A pneumatic tire according to claim 10. Aspect 12 The orientation of an acute angle formed by each of the second inclined groove, the third inclined groove, and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the fifth inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. 12. The pneumatic tire according to claim 10 or 11. Aspect 13 The orientation of an acute angle formed by each of the second inclined groove and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the third inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. 12. A pneumatic tire according to any one of aspects 9 to 11. Aspect 14 In the tire circumferential direction, The vehicle-mounted outer end of the third oblique groove is between the vehicle-mounted inner end of two adjacent first oblique grooves, and / or The end portion of the fourth inclined groove on the vehicle mounting inner side is terminated between the end portions of the two adjacent second inclined grooves on the vehicle mounting outer side. 14. A pneumatic tire according to any one of aspects 9 to 13. Aspect 15 The first inclined groove extends on each vehicle mounting side so as to communicate with a portion of the circumferential main groove that is convex on the vehicle mounting inner side and a portion of the circumferential main groove that is concave on the vehicle mounting outer side, the circumferential main groove being disposed on the innermost vehicle mounting side among the plurality of circumferential main grooves. 15. A pneumatic tire according to any one of embodiments 9 to 14. Aspect 16 The end portion of the second inclined groove on the vehicle mounting inner side is connected to a portion of the circumferential main groove that is convex toward the vehicle mounting outer side and is disposed on the outermost vehicle mounting side among the plurality of circumferential main grooves. 16. A pneumatic tire according to any one of embodiments 9 to 15. Aspect 17 The length in the tire width direction of the first inclined groove, which extends from the circumferential main groove arranged on the inner side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting, is defined as L IG1 and the length in the tire width direction of the land portion adjacent to the outer side of the circumferential main groove disposed on the innermost side of the circumferential main groove is L L 17. The pneumatic tire according to any one of aspects 9 to 16, wherein the following formula (5) is satisfied: 0.20 <L IG1 / L L <0.60 (5) Aspect 18 The end portion of the second inclined groove in the vehicle mounting outer direction is The grooves terminate between two adjacent fourth inclined grooves in the tire circumferential direction, and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the other is defined as L G4G4 and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the end portion of the second inclined groove is L G2G4 18. The pneumatic tire according to any one of aspects 9 to 17, wherein the following formula (6) is satisfied: 0.40 <L G2G4 / L G4G4 <0.60 (6) Aspect 19 In the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove in the case where the circumferential main groove and each inclined groove are not present is defined as d G and the maximum value of the tire radial direction length from the tire surface profile to the groove bottoms of the first inclined groove, the second inclined groove, the third inclined groove, and the fourth inclined groove is respectively defined as d IG1 , d IG2 , d IG3 , and d IG4 19. The pneumatic tire according to any one of aspects 9 to 18, which satisfies the following formulae (7) to (10): 0.05 <d IG1 / d G <0.85 (7) 0.05 <d IG2 / dG <0.85 (8) 0.05 <d IG3 / d G <0.85 (9) 0.05 <d IG4 / d G <0.85 (10) Aspect 20 In a tire meridian cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves in a case where the circumferential main groove and each inclined groove are not present is defined as d G1 and a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the outer side of the vehicle mounting from a starting point of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves is d IG1’ The maximum value of the radial length of the tire from the circumferential main groove arranged on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves to the groove bottom in the part on the inner side of the vehicle mounting is d IG1’’ 20. The pneumatic tire according to any one of aspects 9 to 19, wherein the following formula (11) is satisfied: d IG1’ <d IG1’’ <d G1 (11) Aspect 21 The length in the tire width direction of the first inclined groove, which extends from the circumferential main groove arranged on the innermost side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting, is defined as L IG1 and the length in the tire width direction of a portion of the first inclined groove extending from the circumferential main groove disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves to the inner side of the vehicle mounting is L IG2 21. The pneumatic tire according to any one of aspects 9 to 20, wherein the following formula (12) is satisfied: L IG1 <L IG2 (12) Aspect 22 A pneumatic tire having a specified mounting direction with respect to a vehicle and including a plurality of circumferential main grooves, a first inclined groove, and a second inclined groove on a tread surface of a tread portion, In plan view of the tire, The groove center line of the circumferential main groove is periodically displaced in the tire width direction as it progresses in the tire circumferential direction, The first inclined groove extends to each side of the vehicle mounting from the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves as a starting point, The second inclined groove extends toward the vehicle mounting outer side from the circumferential main groove that is disposed on the outermost vehicle mounting side among the plurality of circumferential main grooves as a starting point. Pneumatic tires. Aspect 23 A pneumatic tire as described in aspect 22, wherein an end portion of the first inclined groove in a vehicle mounting outboard direction terminates within a land portion adjacent to the vehicle mounting outboard side of the circumferential main groove that is positioned furthest on the vehicle mounting in ... furthest on the vehicle mounting inboard side of the circumferential main groove that is furthest on the vehicle mounting inboard side of the circumferential main groove that is furthest on the vehicle mounting inboard side of the circumferential main groove. Aspect 24 A pneumatic tire according to aspect 22 or 23, wherein a terminal portion of the second inclined groove in a vehicle mounting outward direction terminates within a land portion adjacent to the vehicle mounting outward side of the circumferential main groove that is positioned furthest from the vehicle mounting outward side of the plurality of circumferential main grooves, and a terminal portion of the second inclined groove in a vehicle mounting inward direction terminates in communication with the circumferential main groove that is positioned furthest from the vehicle mounting outward side of the plurality of circumferential main grooves. Aspect 25 The length in the tire width direction of the first inclined groove, which extends from the circumferential main groove arranged on the innermost side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting, is defined as L IG1 and the length in the tire width direction of a portion of the first inclined groove extending from the circumferential main groove disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves to the inner side of the vehicle mounting is L IG225. The pneumatic tire according to any one of aspects 22 to 24, wherein the following formula (13) is satisfied: L IG1 <L IG2 (13) Aspect 26 The first inclined groove extends on each vehicle mounting side so as to communicate with a portion of the circumferential main groove that is convex on the vehicle mounting inner side and a portion of the circumferential main groove that is concave on the vehicle mounting outer side, the circumferential main groove being disposed on the innermost vehicle mounting side among the plurality of circumferential main grooves. 26. A pneumatic tire according to any one of embodiments 22 to 25. Aspect 27 The length in the tire width direction of the first inclined groove, which extends from the circumferential main groove arranged on the innermost side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting, is defined as L IG1 and the length in the tire width direction of the land portion adjacent to the outer side of the circumferential main groove disposed on the innermost side of the circumferential main groove is L L 27. The pneumatic tire according to any one of aspects 22 to 26, wherein the following formula (14) is satisfied: 0.20 <L IG1 / L L <0.60 (14) Aspect 28 In a tire meridian cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves in a case where the circumferential main groove and each inclined groove are not present is defined as d G1 and a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the outer side of the vehicle mounting from a starting point of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves is d IG1’ The maximum value of the radial length of the tire from the circumferential main groove arranged on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves to the groove bottom in the part on the inner side of the vehicle mounting is d IG1’’ 28. The pneumatic tire according to any one of aspects 22 to 27, wherein the following formula (15) is satisfied: d IG1’ <d IG1’’ <d G1 (15) Aspect 29 The end portion of the second inclined groove on the vehicle mounting inner side is connected to a portion of the circumferential main groove that is convex toward the vehicle mounting outer side and is disposed on the outermost vehicle mounting side among the plurality of circumferential main grooves. 29. The pneumatic tire of any one of embodiments 22 to 28. Aspect 30 The groove further includes a third inclined groove and a fourth inclined groove, The third inclined groove is arranged such that both ends thereof terminate within a land portion adjacent to the vehicle mounting inner side of the circumferential main groove that is arranged on the innermost vehicle mounting side among the plurality of circumferential main grooves, The fourth inclined groove is arranged such that both ends thereof terminate within a land portion adjacent to the outer side of the circumferential main groove that is arranged on the outermost vehicle mounting side among the plurality of circumferential main grooves. 30. The pneumatic tire of any one of embodiments 22 to 29. Aspect 31 A pneumatic tire as described in aspect 30, further including a fifth inclined groove arranged so that both ends terminate within a land portion adjacent to the vehicle-mounting outer side of the circumferential main groove that is located on the vehicle-mounting outer side among the plurality of circumferential main grooves, and the fifth inclined groove has a groove length shorter than that of the fourth inclined groove. Aspect 32 With respect to the tire width direction, the third inclined groove and the fourth inclined groove extend across a ground contact edge, and the fifth inclined groove terminates on the tire equatorial plane side of the ground contact edge. 32. A pneumatic tire according to claim 31. Aspect 33 The orientation of an acute angle formed by each of the second inclined groove, the third inclined groove, and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the fifth inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. 33. The pneumatic tire according to claim 31 or 32. Aspect 34 The orientation of an acute angle formed by each of the second inclined groove and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the third inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. 33. A pneumatic tire according to any one of embodiments 30 to 32. Aspect 35 In the tire circumferential direction, The vehicle-mounted outer end of the third oblique groove is between the vehicle-mounted inner end of two adjacent first oblique grooves, and / or The end portion of the fourth inclined groove on the vehicle mounting inner side is terminated between the end portions of the two adjacent second inclined grooves on the vehicle mounting outer side. 35. A pneumatic tire according to any one of embodiments 30 to 34. Aspect 36 The end portion of the second inclined groove in the vehicle mounting outer direction is The grooves terminate between two adjacent fourth inclined grooves in the tire circumferential direction, and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the other is defined as L G4G4 and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the end portion of the second inclined groove is L G2G4 A pneumatic tire according to any one of aspects 30 to 35, which satisfies the following formula (16) when 0.40 <L G2G4 / L G4G4 <0.60 (16) Aspect 37 In the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove in the case where the circumferential main groove and each inclined groove are not present is defined as d G and the maximum value of the tire radial direction length from the tire surface profile to the groove bottoms of the first inclined groove, the second inclined groove, the third inclined groove, and the fourth inclined groove is respectively defined as d IG1 , d IG2 , d IG3, and d IG4 A pneumatic tire according to any one of aspects 30 to 36, which satisfies the following formulas (17) to (20): 0.05 <d IG1 / d G <0.85 (17) 0.05 <d IG2 / d G <0.85 (18) 0.05 <d IG3 / d G <0.85 (19) 0.05 <d IG4 / d G <0.85 (20) Aspect 38 The total groove area of ​​the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane is S SI The total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is S SO A pneumatic tire according to any one of aspects 22 to 37, which satisfies the following formula (21): S SO SI (twenty one) Aspect 39 A pneumatic tire according to any one of aspects 22 to 38, wherein for any one pair of two adjacent circumferential main grooves, an average groove width of the circumferential main groove on an inner side mounted on a vehicle is greater than an average groove width of the circumferential main groove on an outer side mounted on a vehicle. Aspect 40 A pneumatic tire according to any one of aspects 22 to 39, wherein, in all combinations of two adjacent circumferential main grooves, an average groove width of the circumferential main groove on an inner side mounted on a vehicle is greater than an average groove width of the circumferential main groove on an outer side mounted on a vehicle. Aspect 41 When viewed from the tire meridian cross section, Among the plurality of circumferential main grooves, at least the circumferential main groove disposed on the inner side of the vehicle mounting, The inclination angle of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction is θ GI and the inclination angle of the vehicle-mounted outer groove wall of the circumferential main groove with respect to the tire radial direction is θ​GO A pneumatic tire according to any one of aspects 22 to 40, which satisfies the following formula (22) when θ GI <θ GO (twenty two) Effect of the Invention

[0009] According to the present disclosure, it is possible to provide a pneumatic tire that achieves both wet driving stability and dry driving stability. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a plan view of a tread surface 100 of a tread portion of an example of a pneumatic tire according to a basic embodiment of the present disclosure. [Diagram 2] FIG. 2 is a plan view of a tread surface 200 of a tread portion in another example of a pneumatic tire according to the basic embodiment of the present disclosure. [Diagram 3] FIG. 3 is an enlarged view of a portion indicated by X in FIG. [Figure 4] FIG. 4 is a cross-sectional view of the first circumferential main groove 110 taken along line A11-A12 in FIG. [Diagram 5] FIG. 5 is a cross-sectional view of the first circumferential main groove 210 taken along line A21-A22 in FIG. [Figure 6] FIG. 6 is a cross-sectional view of the second circumferential main groove 220 taken along line B21-B22 in FIG. [Figure 7] 7 is a cross-sectional view of the third circumferential main groove 230 taken along line C21-C22 in FIG. [Figure 8] FIG. 8 is a cross-sectional view of the fourth inclined groove 270 taken along line D21-D22 in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, embodiments of a pneumatic tire according to the present invention will be described in detail with reference to the drawings. Note that these embodiments and drawings do not limit the present invention. Furthermore, the components of the embodiments include those that are replaceable and easy for a person skilled in the art, or those that are substantially the same. Furthermore, the various forms included in the embodiments can be arbitrarily combined within the scope of what is obvious to a person skilled in the art.

[0012] In this disclosure, the term "tire radial direction" refers to a direction perpendicular to the rotation axis of the tire.

[0013] In this disclosure, the term "tire circumferential direction" refers to the direction around the tire's rotation axis. In this disclosure, the term "tire width direction" refers to the direction parallel to the tire's rotation axis. The term "tire equatorial plane" refers to a plane that is perpendicular to the tire's rotation axis and passes through the center of the tire's width.

[0014] In this disclosure, the term "inner side when mounted on a vehicle" refers to the side closer to the vehicle based on a certain position on the pneumatic tire when the pneumatic tire of the present disclosure is mounted on a vehicle. The term "outer side when mounted on a vehicle" refers to the side farther from the vehicle based on a certain position on the pneumatic tire when the pneumatic tire of the present disclosure is mounted on a vehicle.

[0015] In the following explanation, the standard rim refers to the "applicable rim" specified by JATMA, the "design rim" specified by TRA, or the "measuring rim" specified by ETRTO. The standard internal pressure refers to the "maximum air pressure" specified by JATMA, the maximum value of the "tire load limits at various cold inflation pressures" specified by TRA, or the "inflation pressures" specified by ETRTO. The specified load refers to the "maximum load capacity" specified by JATMA, the maximum value listed in the "tire load limits at various cold inflation pressures" specified by TRA, or the "load capacity" specified by ETRTO.

[0016] 《Basic form 1》 FIG. 1 is a plan view of a tread surface 100 of a tread portion of an example of a pneumatic tire according to a basic embodiment of the present disclosure. In FIG. 1, "W" indicates the tire width direction, and "C" indicates the tire circumferential direction. I " is the inside of the vehicle, "W O " indicates the outside of the vehicle when installed.

[0017] As shown in Fig. 1, the pneumatic tire according to the basic embodiment of the present disclosure has a specified mounting direction with respect to a vehicle. A tread surface 100 of the tread portion is provided with a plurality of circumferential main grooves 110, 120. Note that in Fig. 1, the vehicle mounting inner side W I Provided in this order are a first circumferential main groove 110 and a second circumferential main groove 120. The groove widths of the circumferential main grooves 110, 120 may be constant.

[0018] In a plan view of the tire, the groove center lines of the circumferential main grooves 110, 120 are periodically displaced in the tire width direction W as they progress in the tire circumferential direction C.

[0019] Vehicle-mounting inner chamfered portions 111, 121 having a constant chamfer width are formed on the edges of these circumferential main grooves 110, 120 on the vehicle-mounting inner side.

[0020] Here, the constant groove width means that the ratio of the minimum groove width to the maximum groove width is 0.90 or more. The ratio of the minimum groove width to the maximum groove width may be 0.90 or more, 0.92 or more, 0.95 or more, or 0.99 or more. The ratio of the minimum groove width to the maximum groove width is 1.00 or less. Here, the "groove width" of the circumferential main groove is the length of the circumferential main groove in the tire width direction. The average groove width of the circumferential main groove is the average value of the groove width of the circumferential main groove in the entire circumferential direction of the pneumatic tire, and may be calculated simply as the arithmetic average of the groove width at any 100 different points in the circumferential direction for the circumferential main groove, for example.

[0021] In addition, the "groove center line" means a line that connects the center points of the groove in the width direction in the tire circumferential direction. In addition, "the groove center line is periodically displaced in the tire width direction as it advances in the tire circumferential direction C" means that the groove center line is periodically displaced in the tire width direction as it advances in the tire circumferential direction C. I and vehicle mounting outside W O This means that the circumferential main grooves are periodically displaced in a cyclic manner. Examples of the cyclic displacement include a shape in which concaves and convexes are alternately repeated in the tire width direction W, and more specifically, a waveform or zigzag shape that oscillates in the tire width direction W. The waveform may be, for example, a rectangular wave, a triangular wave, a sine wave, or the like, but is not limited to these. It is preferable that the period of the cyclic displacement of each circumferential main groove is the same. In particular, when the cyclic displacement is a waveform, it is preferable that the wavelength and / or amplitude of each circumferential main groove is equal.

[0022] Furthermore, the chamfer width being constant means that the ratio of the minimum chamfer width to the maximum chamfer width is 0.90 or more. The ratio of the minimum chamfer width to the maximum chamfer width may be 0.90 or more, 0.92 or more, 0.95 or more, or 0.99 or more. The ratio of the minimum chamfer width to the maximum chamfer width is 1.00 or less. Here, "chamfer width" refers to the length of the chamfered portion in the tire width direction.

[0023] It should be noted that Fig. 1 is not intended to limit the pneumatic tire according to the basic embodiment of the present disclosure. In particular, in Fig. 1, the tread surface has two circumferential main grooves, but in the basic embodiment of the present disclosure, the circumferential main grooves are multiple and are not limited to two, and may be three, four, or more.

[0024] However, taking into consideration the length of the tread portion of the tire in the tire width direction, the number of circumferential main grooves is preferably 2 or more and 5 or less. The number of circumferential main grooves may be 2 or more, 3 or more, or 4 or more, and may be 5 or less, 4 or less, or 3 or less.

[0025] Therefore, in addition to the example shown in FIG. 1, an example of a pneumatic tire according to the basic embodiment of the present disclosure may also be mentioned, for example, as shown in FIG.

[0026] FIG. 2 is a plan view of a tread surface 200 of a tread portion in another example of a pneumatic tire according to the basic embodiment of the present disclosure.

[0027] The pneumatic tire shown in FIG. 2 is designed to be mounted on a vehicle in a specified direction. I The tire is provided with a first circumferential main groove 210, a second circumferential main groove 220, and a third circumferential main groove 230 in this order. Here, the groove width of each of these three circumferential main grooves 210, 220, and 230 may be constant. In addition, the groove center lines of these circumferential main grooves 210, 220, and 230 are periodically displaced in the tire width direction W as they proceed in the tire circumferential direction C. More specifically, the groove center lines are wavy and oscillate with respect to the tire width direction W. Furthermore, the vehicle-mounted inner chamfered portions 211, 221, and 231, each of which has a constant chamfer width, are formed on the edges of the vehicle-mounted inner side of these circumferential main grooves 210, 220, and 230.

[0028] Although not limited by the principle, the principle by which a pneumatic tire according to a basic embodiment of the present disclosure can achieve both wet steering stability and dry steering stability is as follows.

[0029] A pneumatic tire according to a basic aspect of the present disclosure includes a tread surface of a tread portion having a plurality of circumferential main grooves, the groove centerlines of which are periodically displaced in the tire width direction as they progress in the tire circumferential direction in a plan view of the tire.

[0030] In a pneumatic tire according to the basic embodiment of the present disclosure, the shape of the circumferential main groove allows the groove area to be increased compared to a straight circumferential main groove having an equivalent groove width, thereby achieving better drainage performance.

[0031] In addition, due to the shape of the circumferential main groove, the so-called edge portion of the land portion defined by the circumferential main groove includes not only a tire circumferential component but also a tire width direction component, so that the land portion defined by the circumferential main groove of this embodiment can exhibit excellent rigidity against not only a force from the tire width direction but also a force from the tire circumferential direction, and can realize excellent dry steering stability, especially in circuit driving where severe load conditions are expected.

[0032] In addition, in the pneumatic tire according to the basic embodiment of the present disclosure, a vehicle-mounted inner chamfered portion with a constant chamfer width is formed on the edge of the circumferential main groove on the vehicle-mounted inner side. Therefore, by making the inclination angle of the vehicle-mounted inner side wall of the circumferential main groove, which is particularly prone to block chipping due to wear, to the tire radial direction gentle, the rigidity of the land portion including this side wall can be increased. In addition, by having the chamfered portion, the groove area can be further increased and drainage can be improved. Therefore, excellent wet steering stability can be achieved, especially in circuit driving where severe load conditions are expected.

[0033] As described above, the pneumatic tire according to the basic embodiment of the present disclosure can achieve both wet and dry steering stability due to the above-mentioned improvement in land portion rigidity and improvement in drainage. Note that, as described above, the pneumatic tire of this embodiment is a tire suitable for circuit driving where particularly severe load conditions are expected.

[0034] Additional Form 1-1 As shown in Figures 1 and 2, in a pneumatic tire according to additional form 1-1 of the present disclosure, with respect to basic form 1, at least the circumferential main groove that is located furthest from the vehicle mounting inner side among the multiple circumferential main grooves, i.e., the first circumferential main grooves 110, 210 in each figure, has a vehicle-mounting outer chamfered portion 112, 212 with a constant chamfer width formed on the vehicle-mounting outer edge portion.

[0035] In FIG. 1, a vehicle-mounting outer chamfered portion 122 having a constant chamfer width is also formed on the edge portion of the second circumferential main groove 120 on the vehicle-mounting outer side.

[0036] 2, outboard chamfered portions 212, 222 having a constant chamfer width are formed on the vehicle-mounting outer edge of the first circumferential main groove 210 and the second circumferential main groove 220 among the three circumferential main grooves 210, 220, 230. In addition, no chamfered portion is formed on the vehicle-mounting outer edge of the third circumferential main groove 230.

[0037] In general, drainage is given priority on the inside of the vehicle, while rigidity is given priority on the outside of the vehicle, to efficiently improve dry handling stability and wet handling stability. This is because ground pressure is relatively high on the outside of the vehicle, while ground pressure tends to be relatively low on the inside of the vehicle.

[0038] In a pneumatic tire according to additional embodiment 1-1 of the present disclosure, at least the circumferential main groove that is located furthest from the vehicle mounting inner side among the plurality of circumferential main grooves has a chamfered portion with a constant chamfer width formed not only on the edge of the circumferential main groove on the vehicle mounting inner side but also on the edge of the circumferential main groove on the vehicle mounting outer side.

[0039] As a result, in a pneumatic tire according to additional form 1-1 of the present disclosure, the circumferential main groove that forms a chamfered portion on both sides mounted on the vehicle is preferentially arranged on the inner side of the vehicle mounting side among the multiple circumferential main grooves, thereby making it possible to efficiently improve drainage performance while suppressing a decrease in rigidity when viewed as the entire tread surface.

[0040] Therefore, the pneumatic tire according to Additional Aspect 1-1 of the present disclosure can further improve wet driving stability.

[0041] Additional Forms 1-2 FIG. 3 is an enlarged view of a portion indicated by X in FIG. In the pneumatic tire according to Additional Form 1-2 of the present disclosure, as shown in FIG. 3, the chamfer width of the vehicle mounting inner chamfer portion 111 is set to W AI The chamfer width of the outer chamfered portion 112 on the vehicle mounting side is W AO When this is done, the following formula (1) is satisfied. W AO <W AI (1)

[0042] When the vehicle turns, a relatively large stress is applied to the land portion including the sidewall on the vehicle mounting outer side of the both side walls of the circumferential main groove, compared to the land portion including the sidewall on the vehicle mounting inner side. Therefore, of the land portions located on both sides of the circumferential main groove, it is desirable to preferentially increase the rigidity of the land portion on the vehicle mounting outer side over the rigidity of the land portion on the vehicle mounting inner side. In the pneumatic tire according to Additional Form 1-2 of the present disclosure, the chamfer width of the chamfer portion on the vehicle mounting outer side is made smaller than the chamfer width of the chamfer portion on the vehicle mounting inner side, thereby preferentially increasing the rigidity of the land portion on the vehicle mounting outer side of the circumferential main groove.

[0043] Therefore, the pneumatic tire according to Additional Form 1-2 of the present disclosure can efficiently increase land portion rigidity while achieving the effect of Additional Form 1-1, and thus can further improve wet and dry steering stability.

[0044] The chamfer width W of the outer chamfered part on the vehicle mounting surface AO Chamfer width W of the inner chamfer part of the vehicle mounting AI Ratio of W AI / W AO is preferably greater than 1.3 and less than 3.0. AI / W AO may be greater than 1.3, 1.5 or greater, 1.7 or greater, or 1.9 or greater, and may be less than 3.0, 2.8 or less, 2.6 or less, or 2.4 or less.

[0045] Additional Forms 1-3 A pneumatic tire according to additional embodiment 1-3 of the present disclosure has a total groove area of ​​the circumferential main grooves on the vehicle mounting inner side based on the tire equatorial plane CL in relation to the basic embodiment 1 and any one of additional embodiments 1-1 and 1-2. SI The total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is S SO Then, the following formula (2) is satisfied. S SO SI (2)

[0046] Here, the total groove area means the sum of the groove areas in a given region, including the chamfered portions, in a plan view of the tread surface of the pneumatic tire. Therefore, for example, the total groove area of ​​the circumferential main grooves on the vehicle-mounted inner side based on the tire equatorial plane CL is the sum of the areas of the circumferential main grooves located on the vehicle-mounted inner side of the tire equatorial plane CL, ... and the chamfered portions formed in these circumferential main grooves.

[0047] 1, the first circumferential main groove 110 and the second circumferential main groove 120 are arranged to sandwich the tire equatorial plane CL therebetween. The groove width of the first circumferential main groove 110 is larger than the groove width of the second circumferential main groove 120.

[0048] Therefore, in FIG. 1, the total groove area S of the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane CL SI is the total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle, based on the tire equatorial plane, S SO Greater than.

[0049] 2, the first circumferential main groove 210 and the third circumferential main groove 230 are disposed so as to sandwich the tire equatorial plane CL therebetween. The second circumferential main groove 220 is disposed so as to overlap with the equatorial plane CL. Here, the total groove area S of the circumferential main grooves on the vehicle-mounted inner side based on the tire equatorial plane CL is SI ​is the sum of the groove area of ​​the first circumferential main groove 210 and the groove area of ​​the second circumferential main groove 220 on the inner side of the tire mounting surface CL. In addition, the total groove area S SO is the sum of the groove area of ​​the third circumferential main groove 230 and the groove area of ​​the second circumferential main groove 220 at a portion on the vehicle-mounted outer side from the tire equatorial plane CL. Here, the groove width of the first circumferential main groove 210 is larger than the groove width of the third circumferential main groove 230. Also, the second circumferential main groove 220 is disposed so that the groove area of ​​the portion on the vehicle-mounted inner side from the tire equatorial plane CL is equal to the groove area of ​​the portion on the vehicle-mounted outer side from the tire equatorial plane CL.

[0050] Therefore, in FIG. 2, the total groove area S of the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane CL SI is the total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle, based on the tire equatorial plane CL. SO Greater than.

[0051] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0052] In the pneumatic tire according to the additional embodiment 1-3 of the present disclosure, the total groove area S of the circumferential main grooves on the vehicle mounting inner side based on the tire equatorial plane CL is SI The total groove area S of the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is increased to efficiently improve drainage. SO This reduces the size of the land area, effectively increasing the rigidity of the land area.

[0053] Therefore, the pneumatic tire according to Additional Aspects 1-3 of the present disclosure can further improve wet and dry steering stability.

[0054] The total groove area S of the circumferential main grooves on the outer side of the tire mounted on the vehicle is based on the tire equatorial plane. SO The total groove area S of the circumferential main grooves on the inside of the tire mounted on the vehicle, based on the tire equatorial plane CL SIThe ratio of S SI / S SO is preferably greater than 1.1 and less than 1.5. SI / S SO may be greater than 1.1, 1.2 or greater, 1.3 or greater, or 1.4 or greater, and may be less than 1.5, 1.4 or less, 1.3 or less, or 1.2 or less.

[0055] Additional Forms 1-4 In a pneumatic tire according to additional form 1-4 of the present disclosure, as shown in Figures 1 and 2, in basic form 1 and any one of additional forms 1-1 to 1-3, for any one pair of two adjacent circumferential main grooves, the average groove width of the circumferential main groove on the vehicle mounting inner side is larger than the average groove width of the circumferential main groove on the vehicle mounting outer side.

[0056] 1, the groove width of the first circumferential main groove 110 is larger than the groove width of the second circumferential main groove 120. Also, in FIG. 2, the groove widths of the first to third circumferential main grooves 210, 220, and 230 are larger in the order of the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230.

[0057] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0058] In a pneumatic tire according to additional embodiments 1-4 of the present disclosure, for two adjacent circumferential main grooves, the average groove width of the circumferential main groove on the inner side in the vehicle mounting direction is made larger to efficiently improve drainage performance, while the average groove width of the circumferential main groove on the outer side in the vehicle mounting direction is made smaller to efficiently improve the rigidity of the land portion defined and formed around it.

[0059] Therefore, the pneumatic tire according to additional aspects 1-4 of the present disclosure can further improve wet and dry steering stability.

[0060] Additional Forms 1-5 In a pneumatic tire according to additional form 1-5 of the present disclosure, for basic form 1 and any one of additional forms 1-1 to 1-4, the average groove width of the circumferential main groove on the vehicle mounting inner side is greater than the average groove width of the circumferential main groove on the vehicle mounting outer side in all combinations of two adjacent circumferential main grooves.

[0061] That is, a pneumatic tire according to additional embodiment 1-5 of the present disclosure is configured so that the average groove width of the plurality of circumferential main grooves decreases from the vehicle mounting inner side toward the vehicle mounting outer side.

[0062] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0063] In a pneumatic tire according to additional embodiments 1-5 of the present disclosure, the average groove width of the circumferential main grooves located on the inner side of the vehicle mounting surface is increased to efficiently improve drainage performance, while the average groove width of the circumferential main grooves located on the outer side of the vehicle mounting surface is decreased to efficiently improve the rigidity of the land portion defined therearound.

[0064] Therefore, the pneumatic tire according to Additional Aspects 1-5 of the present disclosure can further improve wet and dry steering stability.

[0065] Additional Forms 1-6 FIG. 4 shows the A of the first circumferential main groove 110 in FIG. 11 -A 12 4 is a cross-sectional view of the tire. In FIG. 4, "W" indicates the tire width direction, and "R" indicates the tire radial direction. I " is the inside of the vehicle, "W O " indicates the outside of the vehicle when installed.

[0066] As shown in FIG. 4, in the pneumatic tire according to Additional Embodiment 1-6 of the present disclosure, in relation to Basic Embodiment 1 and any one of Additional Embodiments 1-1 to 1-5, in the tire meridian cross section, the maximum value of the length in the tire radial direction R from the tire surface profile P (a line segment shown by a dotted line in FIG. 4, which is a line smoothly connecting the line segments extending the surface profiles of the land portions on both sides of the first circumferential main groove 110) to the groove bottom of the first circumferential main groove 110 is defined as d G and the maximum value of the length in the tire radial direction R from the tire surface profile P to the tire radially innermost position of the vehicle mounting inner chamfer portion 111 is d CI Then, the following formula (3) is satisfied. 0.05 <d CI / d G <0.40 (3)

[0067] In a pneumatic tire according to additional aspects 1-6 of the present disclosure, d CI / d G is smaller than 0.30. Therefore, the land portion on the vehicle mounting inner side of the circumferential main groove can secure a larger volume, and therefore the land portion can realize a higher rigidity. On the other hand, d CI / d G is greater than 0.05. Therefore, drainage is reliably improved without making the chamfered portion too small.

[0068] Therefore, the pneumatic tire according to Additional Aspects 1-6 of the present disclosure can further improve wet and dry steering stability.

[0069] In addition, d CI / d G may be greater than 0.05, 0.08 or more, 0.10 or more, 0.15 or more, 0.20 or more, 0.25 or more, 0.28 or more, or 0.30 or more, and may be less than 0.40, 0.35 or less, 0.30 or less, 0.27 or less, 0.26 or less, 0.25 or less, 0.23 or less, 0.20 or less, or 0.18 or less. CI / d G It is particularly preferred that the ratio is greater than 0.05 and less than 0.25.

[0070] Although not shown in the figure, in the example of a pneumatic tire according to the basic embodiment of the present disclosure shown in FIG. 1, the second circumferential main groove also satisfies the above formula (3).

[0071] Additional Forms 1-7 FIG. 5 shows the A of the first circumferential main groove 210 in FIG. 21 -A 22 Cross-sectional view.

[0072] As shown in FIG. 5, in a pneumatic tire according to Additional Embodiment 1-7 of the present disclosure, in relation to Basic Embodiment 1 and any one of Additional Embodiments 1-1 to 1-6, in a tire meridian cross section, with respect to at least a circumferential main groove (a first circumferential main groove 210 in FIG. 5) that is disposed on the innermost vehicle mounting side among a plurality of circumferential main grooves, an inclination angle of a vehicle mounting inner groove wall 210a of the first circumferential main groove 210 with respect to the tire radial direction R is set to θ GI The inclination angle of the vehicle-mounted outer groove wall 210b of the circumferential main groove 210 with respect to the tire radial direction is θ GO Then, the following formula (4) is satisfied. θ GI <θ GO (4)

[0073] In the pneumatic tire according to additional embodiment 1-7 of the present disclosure, the inclination angle θ of the vehicle-mounted inner groove wall 210a of the first circumferential main groove 210 with respect to the tire radial direction GI However, the inclination angle θ of the vehicle-mounted outer groove wall 210b of the first circumferential main groove 210 with respect to the tire radial direction GO Less than.

[0074] Here, when comparing the profile lines from the land surface located on both sides of the first circumferential main groove 210 to the groove bottom on both sides of the groove 210 mounted on the vehicle, I In the case of the outer side W, the angle change when transitioning from the surface profile of the chamfered portion 211 to the groove profile is relatively small. OIn this case, the angle change when transitioning from the surface profile of the chamfered portion 212 to the groove profile is relatively large. In other words, assuming that the same stress is applied to the land portions located on both sides of the groove 210 in the opposite directions in the tire width direction and to the same degree, it can be said that the land portion located on the vehicle mounting outer side with respect to the groove 210 is less likely to wear and has higher rigidity, based on the shapes of both land portions. In other words, this configuration is consistent with the above-mentioned view that it is preferable to preferentially increase the rigidity on the vehicle mounting outer side.

[0075] In addition, when the groove centerline of the first circumferential main groove 210 is used as a reference, the groove volume on the inner side of the vehicle mounting is larger than the groove volume on the outer side of the vehicle mounting. This configuration also coincides with the above-mentioned view that it is preferable to preferentially improve the drainage performance on the inner side of the vehicle mounting.

[0076] Therefore, the pneumatic tire according to Additional Aspects 1-7 of the present disclosure can further improve wet and dry driving stability.

[0077] FIG. 6 shows the second circumferential main groove 220 in FIG. 21 -B 22 7 is a cross-sectional view of the third circumferential main groove 230 in FIG. 21 -C 22 8 is a cross-sectional view of the fourth inclined groove 270 in FIG. 21 -D 22 Cross-sectional view.

[0078] As shown in FIGS. 6 and 7, in another example of a pneumatic tire according to additional embodiment 1-7 of the present disclosure, the second circumferential main groove 220 and the third circumferential main groove 230 also have a θ GI <θ GO On the other hand, as shown in FIG. 8, the fourth inclined groove 270 can satisfy the inclination angle θ 1 , θ 2 may be the same.

[0079] As shown in Figs. 5 to 7, θ GI and θ GOare preferably larger in the order of the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230. This is because improved drainage is particularly required on the inner side of the tire mounted on a vehicle, compared to the outer side.

[0080] The inclination angle θ of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction GI The inclination angle θ of the outer groove wall of the circumferential main groove with respect to the tire radial direction GO The ratio θ GO / θ GI is preferably greater than 2.0 and less than 5.0.

[0081] θ GO / θ GI may be greater than 2.0, 2.5 or greater, 3.0 or greater, or 3.5 or greater, and may be less than 5.0, 4.5 or less, 4.0 or less, or 3.5 or less.

[0082] θ GI may be greater than 0° and equal to or less than 30°. GI may be greater than 0°, greater than or equal to 1°, greater than or equal to 5°, greater than or equal to 10°, or greater than or equal to 15°, and may be less than or equal to 30°, less than or equal to 25°, less than or equal to 20°, less than or equal to 15°, or less than or equal to 10°.

[0083] Additional Forms 1-8 A pneumatic tire of the present disclosure according to additional form 1-8, as shown in Figures 1 and 2, has a first inclined groove 130 (reference number 240 in Figure 2), a second inclined groove 140 (reference number 250 in Figure 2), a third inclined groove 150 (reference number 260 in Figure 2), a fourth inclined groove 160 (reference number 270 in Figure 2), and a fifth inclined groove 170 (no fifth inclined groove in Figure 2) with respect to basic form 1 and any one of additional forms 1-1 to 1-7.

[0084] 1 as a representative example, the first inclined groove 130 extends to each side of the vehicle mounting direction from the first circumferential main groove 110, which is the circumferential main groove arranged on the inner side of the vehicle mounting direction among the plurality of circumferential main grooves, and extends in the vehicle mounting outer side direction W OThe end portion of the first circumferential main groove 110 ends within a land portion adjacent to the vehicle mounting outer side of the first circumferential main groove 110, and the end portion of the first circumferential main groove 110 ends in ... vehicle mounting inner side direction W I The end portion of the first circumferential main groove 110 terminates within a land portion adjacent to the vehicle mounting inner side of the first circumferential main groove 110.

[0085] The second inclined groove 140 extends from the second circumferential main groove 120, which is disposed on the outermost side of the vehicle mounting among the plurality of circumferential main grooves, to the outer side of the vehicle mounting. O The end portion of the second circumferential main groove 120 ends within a land portion adjacent to the vehicle mounting outer side of the second circumferential main groove 120, and the end portion of the second circumferential main groove 120 ends in ... vehicle mounting inner side direction W I The terminal end of the groove communicates with and terminates at the second circumferential main groove 120 .

[0086] The third inclined groove 150 is disposed so that both ends thereof terminate within a land portion adjacent to the vehicle mounting inner side of the first circumferential main groove 110.

[0087] The fourth inclined groove 160 is disposed so that both ends thereof terminate within a land portion adjacent to the vehicle-mounting outer side of the second circumferential main groove 120 .

[0088] In this way, the pneumatic tire of the present disclosure according to Additional Form 1-8 has two inclined grooves each on the vehicle mounting inner side and outer side, and therefore has high drainage. In particular, the first inclined groove and the second inclined groove are connected to the circumferential main groove, and therefore water that flows into the circumferential main groove is easily discharged to the vehicle mounting inner side and outer side, respectively. The water discharged to the vehicle mounting inner side and outer side by the first inclined groove and the second inclined groove further flows into the third inclined groove and the fourth inclined groove, respectively, and is easily discharged to the outside of the tire along these inclined grooves. Therefore, the pneumatic tire of the present disclosure according to Additional Form 1-8 has even higher drainage.

[0089] Additional Forms 1-9 As shown in FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 1-9, with respect to additional embodiment 1-8, has a fifth inclined groove 170 arranged so that both ends terminate within the land portion adjacent to the vehicle mounting outer side of the second circumferential main groove 120 that is located on the vehicle mounting outermost side among the multiple circumferential main grooves (two in FIG. 1), and the groove length is shorter than that of the fourth inclined groove 160.

[0090] In this way, the pneumatic tire of the present disclosure according to Additional Embodiment 1-9 has further improved drainage compared to Additional Embodiment 1-8 by having the above-mentioned fifth inclined groove 170. In addition, since the fifth inclined groove 170 has a shorter groove length than the fourth inclined groove 160, the arrangement of the fifth inclined groove 170 does not reduce block rigidity of the land portion.

[0091] Therefore, the pneumatic tire of the present disclosure according to Additional Embodiment 1-9 has higher drainage performance than Additional Embodiment 1-8 while suppressing the decrease in block rigidity.

[0092] Additional Forms 1-10 In the pneumatic tire according to the present disclosure according to Additional Form 1-10, as shown in FIG. 1, in Additional Form 1-9, the third inclined groove 150 and the fourth inclined groove 160 are each inclined toward the ground edge E with respect to the tire width direction W. I and E O and the fifth inclined groove 170 extends across the ground edge E O It terminates closer to the tire equatorial plane CL than the

[0093] In the pneumatic tire of the present disclosure according to additional embodiment 1-10, the third inclined groove 150 and the fourth inclined groove 160 are each I and E O Since the fifth inclined groove 170 extends across the ground contact edge E, it is easier to drain water from the inner side to the outer side of the tire. Therefore, the fifth inclined groove 170 has higher drainage performance than the pneumatic tire of the present disclosure according to the additional embodiment 1-9. In addition, OSince the fifth inclined groove 170 terminates closer to the tire equatorial plane CL than the fifth inclined groove 170, the decrease in block rigidity of the land portion caused by the arrangement of the fifth inclined groove 170 can be further suppressed.

[0094] Therefore, the pneumatic tire of the present disclosure according to Additional Embodiment 1-10 has higher drainage performance than Additional Embodiment 1-9 while suppressing the decrease in block rigidity.

[0095] Additional Forms 1-11 1, in the pneumatic tire of the present disclosure according to Additional Embodiment 1-11, with respect to Additional Embodiment 1-9 or 1-10, the orientations of the acute angles formed by the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 with the tire width direction W are equal to the orientation of the acute angle formed by the first inclined groove 130 with the tire width direction W. In addition, the orientation of the acute angle formed by the fifth inclined groove 170 with the tire width direction W is different from the orientation of the acute angle formed by the first inclined groove 130 with the tire width direction W.

[0096] In the pneumatic tire of the present disclosure according to additional form 1-11, the direction of the acute angle that the fifth inclined groove 170 forms with the tire width direction W is different from the directions of the acute angles that the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 form with the tire width direction W, so that in one rotation direction of the pneumatic tire, the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 can particularly improve drainage performance, while in the other rotation direction of the pneumatic tire, the fifth inclined groove, which is shorter in length, can slightly improve drainage performance.

[0097] Generally, when a vehicle moves forward, the traveling speed of the vehicle is high, so that the pneumatic tire is required to have particularly high drainage performance. On the other hand, when a vehicle moves backward, the traveling speed of the vehicle is usually not high, so that the drainage performance required of the pneumatic tire is lower than when the vehicle moves forward.

[0098] In the pneumatic tire of the present disclosure according to additional embodiment 1-11, depending on the mounting direction of the tire with respect to the traveling direction of the vehicle, for example, when the vehicle moves forward, the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 improve the drainage, and when the rotation direction of the tire is reversed, that is, for example, when the vehicle moves backward, the fifth inclined groove 170 improves the drainage. Furthermore, since the fifth inclined groove 170 has a shorter groove length than the fourth inclined groove 160, the drainage is smaller than that of the fourth inclined groove 160, but the degree of reduction in block rigidity of the land portion due to the provision of the fifth inclined groove 170 is small. Therefore, it is possible to achieve both drainage and block rigidity when the vehicle moves forward and backward.

[0099] Additional Forms 1-12 In a pneumatic tire of the present disclosure according to additional embodiment 1-12, as shown in FIG. 2, with respect to any one of additional embodiments 1-8 to 1-10, the orientation of the acute angle that the second inclined groove 250 and the fourth inclined groove 270 form with the tire width direction W is equal to the orientation of the acute angle that the first inclined groove 240 forms with the tire width direction W, and the orientation of the acute angle that the third inclined groove 260 forms with the tire width direction W is different from the orientation of the acute angle that the first inclined groove 240 forms with the tire width direction W.

[0100] In the pneumatic tire of the present disclosure according to Additional Form 1-12, depending on the mounting orientation of the tire with respect to the traveling direction of the vehicle, for example, when the vehicle moves forward, the first inclined groove 240, the second inclined groove 250, and the fourth inclined groove 270 can improve drainage, and when the rotation direction of the tire is reversed, that is, for example, when the vehicle moves backward, the third inclined groove 260 can also improve drainage. Since the third inclined groove 260 is disposed on the inner side mounted on the vehicle, it can particularly improve drainage on the inner side mounted on the vehicle, especially when moving backward.

[0101] When the tire is mounted on a vehicle and the equator of the tire is inclined from a direction perpendicular to the ground toward the inside of the vehicle, the tire contact area is slightly larger on the inside of the vehicle than on the outside of the vehicle. Therefore, in such a case, by applying the pneumatic tire according to the present disclosure according to additional aspect 1-12, it is possible to particularly improve wet handling stability, for example, when reversing.

[0102] Additional Forms 1-13 In the pneumatic tire of the present disclosure according to additional form 1-13, as shown in FIG. 1, for any one of additional forms 1-8 to 1-12, with respect to the tire circumferential direction, the vehicle mounting outer side terminal end portion of the third inclined groove 150 terminates between the vehicle mounting inner side ends of two adjacent first inclined grooves 130, and / or the vehicle mounting inner side terminal end portion of the fourth inclined groove 160 terminates between the vehicle mounting outer side ends of two adjacent second inclined grooves 140.

[0103] In the pneumatic tire of the present disclosure according to additional embodiment 1-13, the water flowing from the first circumferential main groove 110 and the second circumferential main groove 120 into the first inclined groove 130 and the second inclined groove 140, respectively, is efficiently collected by the third inclined groove 150 and the fourth inclined groove 160, and is easily discharged to the outside of the tire. From this viewpoint, it is more preferable that the end portion of the third inclined groove 150 on the vehicle mounting outer side is terminated between the end portions of the two first inclined grooves 130 on the vehicle mounting inner side in the tire width direction W. Similarly, it is more preferable that the end portion of the fourth inclined groove 160 on the vehicle mounting inner side is terminated between the end portions of the two second inclined grooves 140 on the vehicle mounting outer side in the tire width direction W.

[0104] Additional Forms 1-14 In a pneumatic tire of the present disclosure according to additional embodiment 1-14, as shown in FIG. 1, in any one of additional embodiments 1-8 to 1-13, the first inclined groove 130 extends to each vehicle mounting side so as to connect the portion of the first circumferential main groove 110 that is located on the innermost vehicle mounting side among the multiple circumferential main grooves, which is convex on the vehicle mounting inner side, and the portion that is concave on the vehicle mounting outer side.

[0105] In the pneumatic tire according to the present disclosure according to additional embodiment 1-14, the first inclined groove 130 extends from a portion of the first circumferential main groove 110 that is convex toward the vehicle mounting inner side. Therefore, the groove length of the portion of the first inclined groove 130 on the vehicle mounting inner side with respect to the first circumferential main groove 110 can be made shorter than when the groove length extends from a portion that is concave toward the vehicle mounting inner side. This makes it possible to improve the drainage performance of the first inclined groove 130 in the portion on the vehicle mounting inner side with respect to the first circumferential main groove 110, while suppressing a decrease in block rigidity of the land portion in the portion on the vehicle mounting inner side with respect to the first circumferential main groove 110. On the other hand, since the first inclined groove 130 extends from a portion of the first circumferential main groove 110 that is recessed toward the vehicle mounting outer side, the portion of the first inclined groove 130 on the vehicle mounting outer side with respect to the first circumferential main groove 110 can have a greater length and a terminal end farther away from the tire equatorial plane CL than when the portion extends from a portion that is recessed toward the vehicle mounting outer side. This makes it possible to improve drainage while suppressing a decrease in block rigidity of the land portion near the tire equatorial plane CL. Note that the portion that is convex toward the vehicle mounting inner side does not need to be the apex of the convex, but is particularly preferably the apex of the convex. Similarly, the portion that is recessed toward the vehicle mounting inner side does not need to be the bottom point of the concave, but is particularly preferably the bottom point of the concave.

[0106] Additional Forms 1-15 In a pneumatic tire of the present disclosure according to additional embodiment 1-15, as shown in FIG. 1, in any one of additional embodiments 1-8 to 1-14, the vehicle mounting inner terminal end of the second inclined groove 140 is connected to a portion of the second circumferential main groove 120 that is located furthest from the vehicle mounting outer side among the multiple circumferential main grooves and that is convex toward the vehicle mounting outer side.

[0107] In the pneumatic tire according to the additional embodiment 1-15 of the present disclosure, the length of the second inclined groove 140 at the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120 can be made shorter by the above-mentioned configuration than when the groove extends from the portion that is concave on the vehicle mounting inner side of the second inclined groove 140. Furthermore, since the second inclined groove 140 extends from the portion that is convex on the vehicle mounting outer side of the second circumferential main groove 120, water flowing through the second circumferential main groove 120 is likely to flow into the second inclined groove 140. As a result, the drainage performance of the second inclined groove 140 can be improved at the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120, while suppressing a decrease in block rigidity of the land portion at the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120. Note that the portion that is convex on the vehicle mounting outer side does not necessarily have to be the apex of the convex, but it is particularly preferable that it is the apex of the convex.

[0108] Additional Forms 1-16 In the pneumatic tire according to the present disclosure according to Additional Form 1-16, as shown in FIG. 1, in any one of Additional Forms 1-8 to 1-15, the length in the tire width direction W of the portion of the first inclined groove 130 extending from the first circumferential main groove 110 arranged on the innermost side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting is set to L. IG1 The length in the tire width direction W of the land portion adjacent to the vehicle outer side of the first circumferential main groove 110 arranged on the vehicle inner side among the plurality of circumferential main grooves is L L Then, the following formula (5) is satisfied: 0.20 <L IG1 / L L <0.60 (5)

[0109] L IG1 / L L When L is greater than 0.20, the drainage performance can be particularly improved in the land portion adjacent to the outer side of the first circumferential main groove 110 mounted on the vehicle, i.e., in the land portion near the tire equatorial plane CL. IG1 / L LWhen is smaller than 0.60, a decrease in block rigidity of the land portion near the tire equatorial plane CL can be particularly suppressed. That is, the pneumatic tire of the present disclosure according to Additional Embodiment 1-16 can particularly achieve both drainage performance and block rigidity near the tire equatorial plane CL by satisfying the above formula (5).

[0110] Here, L IG1 / L L may be greater than 0.20, 0.25 or more, or 0.30 or more, and may be less than 0.60, 0.55 or less, 0.50 or less, 0.45 or less, 0.40 or less, 0.35 or less, or 0.30 or less.

[0111] Additional Forms 1-17 In the pneumatic tire according to the present disclosure according to the additional embodiment 1-17, as shown in FIG. 1, in any one of the additional embodiments 1-8 to 1-16, the second inclined groove 140 is O The end portion of the fourth inclined groove 160 ends between two adjacent fourth inclined grooves 160 in the tire circumferential direction. Here, the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves 160 to the other is defined as L G4G4 The length in the tire circumferential direction from one of the two adjacent fourth inclined grooves 160 to the end of the second inclined groove 140 is L G2G4 It is preferable that the following formula (6) is satisfied:

[0112] 0.40 <L G2G4 / L G4G4 <0.60 (6)

[0113] When the above formula (6) is satisfied, the vehicle mounting outward direction W of the second inclined groove 140 O The terminal end of the second inclined groove 140 terminates near the center between two adjacent fourth inclined grooves 160 in the tire circumferential direction. This allows water to be transferred between the second inclined groove 140 and the fourth inclined groove 160 more efficiently.

[0114] Here, L G2G4 / L G4G4may be greater than 0.40, 0.43 or more, or 0.45 or more, and may be less than 0.60, 0.58 or less, or 0.55 or less.

[0115] Additional Forms 1-18 In the pneumatic tire of the present disclosure according to Additional Form 1-18, in relation to any one of Additional Forms 1-8 to 1-17, the maximum value of the tire radial direction length from the tire surface profile to the groove bottoms of the first and second circumferential main grooves 110 and 120 in a tire meridian cross section in a case where the circumferential main groove and each inclined groove are not present is d G The maximum values ​​of the tire radial lengths from the tire surface profile to the groove bottoms of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are respectively defined as d IG1 , d IG2 , d IG3 , and d IG4 Then, the following equations (7) to (10) are satisfied: 0.05 <d IG1 / d G <0.85 (7) 0.05 <d IG2 / d G <0.85 (8) 0.05 <d IG3 / d G <0.85 (9) 0.05 <d IG4 / d G <0.85 (10)

[0116] The pneumatic tire of the present disclosure according to additional embodiment 1-18 has a maximum tire radial length (d IG1 , d IG2 , d IG3 , and d IG4) is the maximum value d of the tire radial direction length from the tire surface profile to the groove bottoms of the first and second circumferential main grooves 110 and 120 GTherefore, it is possible to improve drainage while suppressing a decrease in block rigidity of the tire due to the inclined grooves 130, 140, 150, and 160. <d IG1 (or d IG2 , d IG3 , d IG4 ) / d G In this case, the depths of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are sufficiently large, so that the drainage performance is particularly improved. IG1 (or d IG2 , d IG3 , d IG4 ) / d G If it is <0.85, the depths of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are not too large, and a decrease in block rigidity in particular can be suppressed.

[0117] where d IG1 (or d IG2 , d IG3 , d IG4 ) / d G may be greater than 0.05, 0.1 or more, 0.2 or more, or 0.3 or more, and may be less than 0.85, 0.80 or less, 0.70 or less, or 0.60 or less.

[0118] Additional Forms 1-19 In the pneumatic tire of the present disclosure according to Additional Form 1-19, in relation to any one of Additional Forms 1-8 to 1-18, in a tire meridian cross section, a maximum value of a tire radial direction length from a tire surface profile in a case where the circumferential main groove and each inclined groove are not present to a groove bottom of a first circumferential main groove 110 disposed on the innermost side of a vehicle mounting among the plurality of circumferential main grooves is d G1 and from the tire surface profile, the first inclined groove 130 is a first circumferential main groove 110 that is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves, and the first inclined groove 130 is a first circumferential main groove 110 that is disposed on the innermost side of the vehicle mounting O The maximum radial length of the tire to the groove bottom at the part d IG1’, the first inclined groove 130 is inclined in a vehicle mounting inner direction W starting from the first circumferential main groove 110 that is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves. I The maximum radial length of the tire to the groove bottom at the part d IG1’’ Then, the following formula (11) is satisfied: d IG1’ <d IG1’’ <d G1 (11)

[0119] According to additional aspects 1-19, the pneumatic tire of the present disclosure has: d IG1’ <d IG1’’ By doing so, the drainage performance of the first inclined grooves 130 can be improved while making the inclined grooves shallower in the land portion near the tire equatorial plane CL, thereby particularly suppressing a decrease in block rigidity of the land portion near the tire equatorial plane CL.

[0120] Additional Forms 1-20 In the pneumatic tire according to the present disclosure of additional embodiment 1-20, as shown in FIG. 1 (and FIG. 2), in relation to any one of additional embodiments 1-8 to 1-19, the length in the tire width direction of the portion of the first inclined groove 130 (240 in FIG. 2) extending from the circumferential main groove 110 (210 in FIG. 2) disposed on the innermost side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle mounting is L. IG1 The length in the tire width direction of the portion of the first inclined groove 130 (240 in FIG. 2) that extends from the circumferential main groove 110 (210 in FIG. 2) that is located on the innermost side of the vehicle mounting among the multiple circumferential main grooves to the inner side of the vehicle mounting is L IG2 Then, the following formula (12) is satisfied. L IG1 <L IG2 (12)

[0121] Referring to FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 1-20 has a first inclined groove 130 having a length of L IG1 <L IG2 In order to satisfy the above relationship, the drainage from the circumferential main groove 110 to both sides in the tire width direction of the circumferential main groove via the first inclined groove is IIn other words, the circumferential groove 110 is dominant in the direction toward the outer side in the tire width direction. This can particularly improve the drainage performance from the circumferential main groove 110 to the outer side in the tire width direction when viewed as a whole tire, and can also increase the rigidity on the inner side in the tire width direction.

[0122] Here, L IG1 / L IG2 It is particularly preferable that L is 0.20 or more and 0.40 or less. IG1 / L IG2 may be 0.20 or more, 0.25 or more, or 0.30 or more, and may be 0.40 or less, 0.35 or less, or 0.30 or less.

[0123] 《Basic form 2》 The pneumatic tire of the present disclosure according to basic form 2 is a pneumatic tire having a specified mounting direction relative to a vehicle, as shown in FIG. 1 (and FIG. 2), and having a plurality of circumferential main grooves 110 and 120 (210, 220, and 230 in FIG. 2), a first inclined groove 130 (240 in FIG. 2), and a second inclined groove 140 (250 in FIG. 2) on the tread surface of the tread portion.

[0124] In addition, in a plan view of the tire, the groove center lines of the circumferential main grooves 110 and 120 (210, 220, and 230 in FIG. 2) are periodically displaced in the tire width direction as they proceed in the tire circumferential direction. The first inclined groove 130 (240 in FIG. 2) extends to both sides of the vehicle mounting from the circumferential main groove 110 (210 in FIG. 2), which is located on the innermost side of the vehicle mounting among the multiple circumferential main grooves, and the second inclined groove 140 (250 in FIG. 2) extends to the outer side of the vehicle mounting from the circumferential main groove 120 (230 in FIG. 2), which is located on the outermost side of the vehicle mounting among the multiple circumferential main grooves.

[0125] Explaining with reference to FIG. 1, in the pneumatic tire of the present disclosure according to the basic form 2, the first inclined groove 130 extends from the circumferential main groove 110 to each side of the vehicle mounting, so that the inclined grooves are present in the land portions adjacent to the circumferential main groove 110 on both sides of the tire width direction. As a result, the tire has high drainage performance on the inner side of the vehicle mounting. On the other hand, the second inclined groove 140 extends from the circumferential main groove 120 to the outer side of the vehicle mounting, so that the inclined groove is present in the land portion adjacent to the circumferential main groove 120 on the outer side of the vehicle mounting. As a result, the rigidity of the land portion on the inner side in the tire width direction adjacent to the circumferential main groove 120 is high. Therefore, the pneumatic tire of the present disclosure according to the basic form 2 has high drainage performance on the inner side in the tire width direction, while having high rigidity on the outer side in the tire width direction, so that the tire rigidity can be improved while ensuring high drainage performance. The same is true in FIG. 2.

[0126] The pneumatic tire of the present disclosure according to Basic Mode 2 does not require chamfering of the circumferential main grooves, unlike the pneumatic tires of the present disclosure according to Basic Mode 1 and its additional modes. However, having chamfering as in the pneumatic tires of the present disclosure according to Basic Mode 1 and its additional modes brings about further improvement in the wet steering stability and dry steering stability of the pneumatic tire of the present disclosure according to Basic Mode 2.

[0127] Additional Form 2-1 In the pneumatic tire of the present disclosure according to Additional Form 2-1, as shown in FIG. 1 (and FIG. 2), the first inclined groove 130 (240 in FIG. 2) has a width W in the vehicle mounting outward direction with respect to the basic form 2. O The end portion of the first inclined groove 130 (240 in FIG. 2) ends in a land portion adjacent to the vehicle mounting outer side of the circumferential main groove 110 (210 in FIG. 2) that is disposed on the vehicle mounting inner side among the plurality of circumferential main grooves, and the end portion of the first inclined groove 130 (240 in FIG. 2) ends in a land portion adjacent to the vehicle mounting outer side of the circumferential main groove 110 (210 in FIG. 2) that is disposed on the vehicle mounting inner side I 2. The end portion of the circumferential main groove 110 (210 in FIG. 2) is located on the innermost side of the circumferential main groove 110 (210 in FIG. 2) among the plurality of circumferential main grooves.

[0128] 1, in the pneumatic tire of the present disclosure according to additional embodiment 2-1, the first inclined grooves 130 terminate at the land portions adjacent to both sides in the tire direction of the circumferential main groove 110, so that the rigidity of the land portions can be improved while maintaining the drainage performance. The same is true in FIG. 2.

[0129] Additional Form 2-2 In the pneumatic tire of the present disclosure according to the additional embodiment 2-2, as shown in FIG. 1 (and FIG. 2), with respect to the basic embodiment 2 and the additional embodiment 2-1, the end portion of the second inclined groove 140 (250 in FIG. 2) in the vehicle mounting outward direction is terminated in a land portion adjacent to the vehicle mounting outward side of the circumferential main groove 120 (230 in FIG. 2) that is disposed on the outermost side of the vehicle mounting among the plurality of circumferential main grooves, and the end portion of the second inclined groove 140 (250 in FIG. 2) in the vehicle mounting inward direction is terminated in communication with the circumferential main groove 120 (230 in FIG. 2) that is disposed on the outermost side of the vehicle mounting among the plurality of circumferential main grooves. Note that, "terminating in communication" means that the end portion of the second inclined groove 140 (250 in FIG. 2) merges with and terminates in the circumferential main groove 120 (230 in FIG. 2) and does not extend to the land portion on the opposite side of the circumferential main groove 120 (230 in FIG. 2).

[0130] 1, in the pneumatic tire of the present disclosure according to the additional embodiment 2-2, the second inclined groove 140 terminates at one end in the land portion adjacent to the vehicle-mounted outer side of the circumferential main groove 120, and terminates at the other end in communication with the circumferential main groove 120, so that the rigidity of the land portion can be improved while maintaining the drainage performance. The same is true in FIG. 2.

[0131] Additional Forms 2-3 As shown in FIG. 1 (and FIG. 2), in the pneumatic tire of the present disclosure according to the additional embodiment 2-3, in relation to the basic embodiment 2 and any one of the additional embodiments 2-1 and 2-2, the length in the tire width direction of the portion of the first inclined groove 130 (240 in FIG. 2) that extends from the circumferential main groove 110 (210 in FIG. 2) that is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves to the outer side of the vehicle mounting is L. IG1The length in the tire width direction of the portion of the first inclined groove 130 (240 in FIG. 2) that extends from the circumferential main groove 110 (210 in FIG. 2) that is located on the innermost side of the vehicle mounting among the multiple circumferential main grooves to the inner side of the vehicle mounting is L IG2 Then, the following formula (13) is satisfied. L IG1 <L IG2 (13)

[0132] Referring to FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 2-3 has a first inclined groove 130 having a length of L IG1 <L IG2 In order to satisfy the above relationship, the drainage from the circumferential main groove 110 to both sides in the tire width direction of the circumferential main groove via the first inclined groove is I In other words, the circumferential groove 110 is dominant in the direction toward the outer side in the tire width direction. This can particularly improve the drainage performance from the circumferential main groove 110 to the outer side in the tire width direction when viewed as a whole tire, and can also increase the rigidity on the inner side in the tire width direction.

[0133] Here, L IG1 / L IG2 It is particularly preferable that L is 0.20 or more and 0.40 or less. IG1 / L IG2 may be 0.20 or more, 0.25 or more, or 0.30 or more, and may be 0.40 or less, 0.35 or less, or 0.30 or less.

[0134] Additional Forms 2-4 In the pneumatic tire of the present disclosure according to additional form 2-4, as shown in FIG. 1 (and FIG. 2), in relation to basic form 2 and any one of additional forms 2-1 to 2-3, the first inclined groove 130 (240 in FIG. 2) extends to each vehicle mounting side so as to connect the portion of the first circumferential main groove 110 (210 in FIG. 2), which is located on the innermost vehicle mounting side among the multiple circumferential main grooves, that is convex on the vehicle mounting inner side and the portion that is concave on the vehicle mounting outer side.

[0135] Explaining with reference to FIG. 1, in the pneumatic tire according to the present disclosure according to additional embodiment 2-4, the first inclined groove 130 extends from a portion of the first circumferential main groove 110 that is convex toward the vehicle mounting inner side. Therefore, the groove length of the portion of the first inclined groove 130 on the vehicle mounting inner side with respect to the first circumferential main groove 110 can be made shorter than the case where the groove length extends from a portion that is concave toward the vehicle mounting inner side. This makes it possible to improve the drainage performance of the first inclined groove 130 in the portion on the vehicle mounting inner side with respect to the first circumferential main groove 120, while suppressing a decrease in block rigidity of the land portion in the portion on the vehicle mounting inner side with respect to the first circumferential main groove 120. On the other hand, since the first inclined groove 130 extends from a portion of the first circumferential main groove 120 that is concave toward the vehicle mounting outer side, the portion of the first inclined groove 120 that is on the vehicle mounting outer side with respect to the first circumferential main groove 110 can have a greater length and a terminal end farther away from the tire equatorial plane CL than when the portion extends from a portion that is concave toward the vehicle mounting outer side. This makes it possible to improve drainage while suppressing a decrease in block rigidity of the land portion near the tire equatorial plane CL. The same is true in FIG. 2. Note that the portion that is convex toward the vehicle mounting inner side does not need to be the apex of the convex, but it is particularly preferable that it is the apex of the convex. Similarly, the portion that is concave toward the vehicle mounting inner side does not need to be the bottom point of the concave, but it is particularly preferable that it is the bottom point of the concave.

[0136] Additional Forms 2-5 As shown in FIG. 1 (and FIG. 2 ), in the pneumatic tire of the present disclosure according to Additional Form 2-5, in relation to Basic Form 2 and any one of Additional Forms 2-1 to 2-4, the length in the tire width direction W of a portion of the first inclined groove 130 (240 in FIG. 2 ) extending from the first circumferential main groove 110 (210 in FIG. 2 ), which is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves, to the outer side of the vehicle mounting is L. IG1 and the length in the tire width direction W of the land portion adjacent to the vehicle mounting outer side of the first circumferential main groove 110 (210 in FIG. 2) disposed on the vehicle mounting innermost side among the plurality of circumferential main grooves is L L Then, the following equation (14) is satisfied: 0.20 <L IG1 / LL <0.60 (14)

[0137] As shown in Figure 1, L IG1 / L L When L is greater than 0.20, the drainage performance can be particularly improved in the land portion adjacent to the outer side of the first circumferential main groove 110 mounted on the vehicle, i.e., in the land portion near the tire equatorial plane CL. IG1 / L L is smaller than 0.60, the decrease in block rigidity of the land portion near the tire equatorial plane CL can be particularly suppressed. That is, the pneumatic tire of the present disclosure according to additional embodiment 2-5 can particularly achieve both drainage performance and block rigidity near the tire equatorial plane CL by satisfying the above formula (13). The same is true in FIG.

[0138] Here, L IG1 / L L may be greater than 0.20, 0.25 or more, or 0.30 or more, and may be less than 0.60, 0.55 or less, 0.50 or less, 0.45 or less, 0.40 or less, 0.35 or less, or 0.30 or less.

[0139] Additional Forms 2-6 As shown in FIG. 1 (and FIG. 2 ), in the pneumatic tire of the present disclosure according to Additional Form 2-6, in relation to Basic Form 2 and any one of Additional Forms 2-1 to 2-5, in a tire meridian cross section, the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the first circumferential main groove 110 (210 in FIG. 2 ), which is disposed on the innermost side of the vehicle mounting among the multiple circumferential main grooves, is d G1 In addition, from the tire surface profile, the first inclined groove 130 (240 in FIG. 2) is a first circumferential main groove 110 (210 in FIG. 2) that is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves, and the first inclined groove 130 (240 in FIG. 2) is a starting point in the vehicle mounting outer side direction W O The maximum radial length of the tire to the groove bottom at the part dIG1’ 2 , the first inclined groove 130 ( 240 in FIG. 2 ) is a groove extending in the vehicle mounting inner direction W from the first circumferential main groove 110 ( 210 in FIG. 2 ), which is disposed on the innermost side of the vehicle mounting among the plurality of circumferential main grooves. I The maximum radial length of the tire to the groove bottom at the part d IG1’’ Then, the following equation (15) is satisfied: d IG1’ <d IG1’’ <d G1 (15)

[0140] Referring to FIG. 1, the pneumatic tire of the present disclosure according to additional form 2-6 has: d IG1’ <d IG1’’ This improves drainage performance by the first inclined grooves 130, while making the inclined grooves shallower in the land portion near the tire equatorial plane CL, thereby making it possible to particularly suppress a decrease in block rigidity in the land portion near the tire equatorial plane CL. The same applies to FIG. 2.

[0141] Additional Forms 2-7 In the pneumatic tire of the present disclosure according to additional form 2-7, as shown in FIG. 1 (and FIG. 2), in relation to basic form 2 and any one of additional forms 2-1 to 2-6, the vehicle mounting inner end portion of the second inclined groove 140 (250 in FIG. 2) is connected to the portion of the second circumferential main groove 120 (220 in FIG. 2) that is located furthest from the vehicle mounting outer side among the multiple circumferential main grooves, which is convex toward the vehicle mounting outer side.

[0142] Explained with reference to FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 2-7 can shorten the groove length of the second inclined groove 140 at the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120 by the above-mentioned configuration, compared to the case where the groove length extends from the portion that is concave toward the vehicle mounting inner side of the second circumferential main groove 120. Furthermore, since the second inclined groove 140 extends from the portion that is convex toward the vehicle mounting outer side of the second circumferential main groove 120, water flowing through the second circumferential main groove 120 is likely to flow into the second inclined groove 140. As a result, in the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120, the drainage performance by the second inclined groove 140 can be improved, while the decrease in block rigidity of the land portion in the portion on the vehicle mounting outer side with respect to the second circumferential main groove 120 can be suppressed. The same is true in FIG. 2. Note that the portion that is convex toward the vehicle mounting inner side does not necessarily have to be the apex of the convex, but it is particularly preferable that it is the apex of the convex.

[0143] Additional Forms 2-8 A pneumatic tire of the present disclosure according to additional form 2-8, as shown in FIG. 1 (and FIG. 2), has, with respect to basic form 2 and any one of additional forms 2-1 to 2-7, a first inclined groove 130 (reference number 240 in FIG. 2), a second inclined groove 140 (reference number 250 in FIG. 2), a third inclined groove 150 (reference number 260 in FIG. 2), a fourth inclined groove 160 (reference number 270 in FIG. 2), and a fifth inclined groove 170 (the fifth inclined groove is not present in FIG. 2).

[0144] Explained with reference to FIG. 1, the first inclined groove 130 extends to each side of the vehicle mounting direction from the first circumferential main groove 110, which is the circumferential main groove arranged on the inner side of the vehicle mounting direction among the plurality of circumferential main grooves, and extends in the vehicle mounting outer side direction W O The end portion of the first circumferential main groove 110 ends within a land portion adjacent to the vehicle mounting outer side of the first circumferential main groove 110, and the end portion of the first circumferential main groove 110 ends in ... vehicle mounting inner side direction W I The end portion of the first circumferential main groove 110 terminates within a land portion adjacent to the vehicle mounting inner side of the first circumferential main groove 110.

[0145] The second inclined groove 140 extends from the second circumferential main groove 120, which is disposed on the outermost side of the vehicle mounting among the plurality of circumferential main grooves, to the outer side of the vehicle mounting. O The end portion of the second circumferential main groove 120 ends within a land portion adjacent to the vehicle mounting outer side of the second circumferential main groove 120, and the end portion of the second circumferential main groove 120 ends in ... vehicle mounting inner side direction W I The terminal end of the groove communicates with and terminates at the second circumferential main groove 120 .

[0146] The third inclined groove 150 is disposed so that both ends thereof terminate within a land portion adjacent to the vehicle mounting inner side of the first circumferential main groove 110.

[0147] The fourth inclined groove 160 is disposed so that both ends thereof terminate within a land portion adjacent to the vehicle-mounting outer side of the second circumferential main groove 120 .

[0148] In this way, the pneumatic tire of the present disclosure according to Additional Form 2-8 has two inclined grooves each on the vehicle mounting inner side and outer side, and therefore has high drainage. In particular, the first inclined groove and the second inclined groove are connected to the circumferential main groove, and therefore water that has flowed into the circumferential main groove is easily discharged to the vehicle mounting inner side and outer side, respectively. The water discharged to the vehicle mounting inner side and outer side by the first inclined groove and the second inclined groove further flows into the third inclined groove and the fourth inclined groove, respectively, and is easily discharged to the outside of the tire along these inclined grooves. Therefore, the pneumatic tire of the present disclosure according to Additional Form 2-8 has even higher drainage.

[0149] Additional Forms 2-9 As shown in FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 2-9, with respect to additional embodiment 2-8, has a fifth inclined groove 170 arranged so that both ends terminate within the land portion adjacent to the vehicle mounting outer side of the second circumferential main groove 120 that is located on the vehicle mounting outermost side among the multiple circumferential main grooves (two in FIG. 1), and has a groove length shorter than that of the fourth inclined groove 160.

[0150] In this way, the pneumatic tire of the present disclosure according to Additional Configuration 2-9 has further improved drainage compared to Additional Configuration 2-8 by having the above-mentioned fifth inclined groove 170. In addition, since the fifth inclined groove 170 has a shorter groove length than the fourth inclined groove 160, the arrangement of the fifth inclined groove 170 does not reduce block rigidity of the land portion.

[0151] Therefore, the pneumatic tire of the present disclosure according to Additional Mode 2-9 has higher drainage performance than Additional Mode 2-8 while suppressing the decrease in block rigidity.

[0152] Additional Forms 2-10 In the pneumatic tire according to the present disclosure in accordance with Additional Form 2-10, as shown in FIG. 1, in Additional Form 2-9, the third inclined groove 150 and the fourth inclined groove 160 are each inclined toward the ground edge E with respect to the tire width direction W. I and E O and the fifth inclined groove 170 extends across the ground edge E O It terminates closer to the tire equatorial plane CL than the

[0153] In the pneumatic tire of the present disclosure according to additional embodiment 2-10, the third inclined groove 150 and the fourth inclined groove 160 are each I and E O Since the fifth inclined groove 170 extends across the ground contact edge E, water can be more easily drained from the inner side to the outer side of the tire. Therefore, the fifth inclined groove 170 has a higher drainage property than the pneumatic tire of the present disclosure according to the additional embodiment 2-9. In addition, O Since the fifth inclined groove 170 terminates closer to the tire equatorial plane CL than the fifth inclined groove 170, the decrease in block rigidity of the land portion caused by the arrangement of the fifth inclined groove 170 can be further suppressed.

[0154] Therefore, the pneumatic tire of the present disclosure according to Additional Form 2-10 has higher drainage performance than Additional Form 2-9 while suppressing the decrease in block rigidity.

[0155] Additional Form 2-11 1, in the pneumatic tire of the present disclosure according to Additional Embodiment 2-11, with respect to Additional Embodiment 2-9 or 2-10, the orientations of the acute angles formed by the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 with the tire width direction W are equal to the orientation of the acute angle formed by the first inclined groove 130 with the tire width direction W. In addition, the orientation of the acute angle formed by the fifth inclined groove 170 with the tire width direction W is different from the orientation of the acute angle formed by the first inclined groove 130 with the tire width direction W.

[0156] In the pneumatic tire of the present disclosure according to additional form 2-11, the direction of the acute angle that the fifth inclined groove 170 forms with the tire width direction W is different from the directions of the acute angles that the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 form with the tire width direction W, so that in one rotation direction of the pneumatic tire, the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 can particularly improve drainage performance, while in the other rotation direction of the pneumatic tire, the fifth inclined groove, which is shorter in length, can slightly improve drainage performance.

[0157] Generally, when a vehicle moves forward, the traveling speed of the vehicle is high, so that the pneumatic tire is required to have particularly high drainage performance. On the other hand, when a vehicle moves backward, the traveling speed of the vehicle is usually not high, so that the drainage performance required of the pneumatic tire is lower than when the vehicle moves forward.

[0158] In the pneumatic tire of the present disclosure according to additional embodiment 2-11, depending on the mounting direction of the tire with respect to the traveling direction of the vehicle, for example, when the vehicle moves forward, the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 improve the drainage, and when the rotation direction of the tire is reversed, that is, for example, when the vehicle moves backward, the fifth inclined groove 170 improves the drainage. Furthermore, since the fifth inclined groove 170 has a shorter groove length than the fourth inclined groove 160, the drainage is smaller than that of the fourth inclined groove 160, but the degree of reduction in block rigidity of the land portion due to the provision of the fifth inclined groove 170 is small. Therefore, it is possible to achieve both drainage and block rigidity when the vehicle moves forward and backward.

[0159] Additional Form 2-12 In a pneumatic tire of the present disclosure according to additional form 2-12, as shown in FIG. 2, for any one of additional forms 2-8 to 2-10, the orientation of the acute angle that the second inclined groove 140 and the fourth inclined groove 160 form with the tire width direction W is equal to the orientation of the acute angle that the first inclined groove 130 forms with the tire width direction W, and the orientation of the acute angle that the third inclined groove 150 forms with the tire width direction W is different from the orientation of the acute angle that the first inclined groove 130 forms with the tire width direction W.

[0160] In the pneumatic tire of the present disclosure according to additional embodiment 2-12, depending on the mounting orientation of the tire with respect to the traveling direction of the vehicle, for example, when the vehicle moves forward, the first inclined groove 130, the second inclined groove 140, and the fourth inclined groove 160 improve drainage, and when the rotation direction of the tire is reversed, that is, for example, when the vehicle moves backward, the third inclined groove 150 can also improve drainage. Since the third inclined groove 150 is disposed on the inner side mounted on the vehicle, it can particularly improve drainage on the inner side mounted on the vehicle, especially when moving backward.

[0161] When the tire is mounted on a vehicle and the equator of the tire is inclined from a direction perpendicular to the ground toward the inside of the vehicle, the tire contact area is slightly larger on the inside of the vehicle than on the outside of the vehicle. Therefore, in such a case, by applying the pneumatic tire according to the present disclosure according to additional aspect 2-12, it is possible to particularly improve wet handling stability, for example, when reversing.

[0162] Additional Form 2-13 In the pneumatic tire of the present disclosure according to additional form 2-13, as shown in FIG. 1 (and FIG. 2), for any one of additional forms 2-8 to 2-12, with respect to the tire circumferential direction, the vehicle mounting outer side terminal end of the third inclined groove 150 (260 in FIG. 2) terminates between the vehicle mounting inner side ends of two adjacent first inclined grooves 130 (240 in FIG. 2), and / or the vehicle mounting inner side terminal end of the fourth inclined groove 160 (270 in FIG. 2) terminates between the vehicle mounting outer side ends of two adjacent second inclined grooves 140 (250 in FIG. 2).

[0163] Explained with reference to FIG. 1, the pneumatic tire of the present disclosure according to additional embodiment 2-13 has the above-mentioned configuration, whereby the water flowing from the first circumferential main groove 110 and the second circumferential main groove 120 into the first inclined groove 130 and the second inclined groove 120, respectively, is efficiently collected by the third inclined groove 150 and the fourth inclined groove 160, respectively, and is easily discharged to the outside of the tire. From this viewpoint, it is more preferable that the end portion of the third inclined groove 150 on the vehicle mounting outer side terminates between the end portions of the two first inclined grooves 130 on the vehicle mounting inner side in the tire width direction W. Similarly, it is more preferable that the end portion of the fourth inclined groove 160 on the vehicle mounting inner side terminates between the end portions of the two second inclined grooves 140 on the vehicle mounting outer side in the tire width direction W.

[0164] Additional Forms 2-14 In the pneumatic tire according to the present disclosure according to the additional embodiment 2-14, as shown in FIG. 1, in any one of the additional embodiments 2-8 to 2-13, the second inclined groove 140 is OThe end portion of the fourth inclined groove 160 ends between two adjacent fourth inclined grooves 160 in the tire circumferential direction. Here, the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves 160 to the other is defined as L G4G4 The length in the tire circumferential direction from one of the two adjacent fourth inclined grooves 160 to the end of the second inclined groove 140 is L G2G4 Then, the following equation (16) is satisfied: 0.40 <L G2G4 / L G4G4 <0.60 (16)

[0165] When the above formula (15) is satisfied, the vehicle mounting outward direction W of the second inclined groove 140 O The end portion of the second inclined groove 140 ends near the center of two fourth inclined grooves 160 adjacent to each other in the tire circumferential direction. This allows water to be transferred more efficiently between the second inclined groove 140 and the fourth inclined groove 160. G4G4 and L G2G4 Although not shown, it is similar.

[0166] Here, L G2G4 / L G4G4 may be greater than 0.40, 0.43 or more, or 0.45 or more, and may be less than 0.60, 0.58 or less, or 0.55 or less.

[0167] Additional Forms 2-15 In the pneumatic tire of the present disclosure according to Additional Form 2-15, in relation to any one of Additional Forms 2-8 to 2-14, in a tire meridian cross section, the maximum value of the tire radial direction length from the tire surface profile to the groove bottoms of the first and second circumferential main grooves 110 and 120 in a case where the circumferential main groove and each inclined groove are not present is d G The maximum values ​​of the tire radial lengths from the tire surface profile to the groove bottoms of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are respectively defined as d IG1 , d IG2 , d IG3 , and d IG4 Then, the following equations (17) to (20) are satisfied: 0.05 <d IG1 / d G <0.85 (17) 0.05 <d IG2 / d G <0.85 (18) 0.05 <d IG3 / d G <0.85 (19) 0.05 <d IG4 / d G <0.85 (20)

[0168] The pneumatic tire of the present disclosure according to Additional Form 2-15 has a maximum tire radial length (d IG1 , d IG2 , d IG3 , and d IG4) is the maximum value d of the tire radial direction length from the tire surface profile to the groove bottoms of the first and second circumferential main grooves 110 and 120 G Therefore, it is possible to improve drainage while suppressing a decrease in block rigidity of the tire due to the inclined grooves 130, 140, 150, and 160. <d IG1 (or d IG2 , d IG3 , d IG4 ) / d G In this case, the depths of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are sufficiently large, so that the drainage performance is particularly improved. IG1 (or d IG2 , d IG3 , d IG4 ) / d G If it is <0.85, the depths of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160 are not too large, and a decrease in block rigidity in particular can be suppressed.

[0169] where d IG1 (or d IG2 , d IG3 , d IG4 ) / d Gmay be greater than 0.05, 0.1 or more, 0.2 or more, or 0.3 or more, and may be less than 0.85, 0.80 or less, 0.70 or less, or 0.60 or less.

[0170] Additional Form 2-16 A pneumatic tire according to additional embodiment 2-16 of the present disclosure is a tire according to any one of the basic embodiment 2 and additional embodiments 2-1 to 2-15, in which the total groove area of ​​the circumferential main grooves on the vehicle mounting inner side based on the tire equatorial plane CL is S SI The total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is S SO When this is done, the following equation (21) is satisfied. S SO SI (twenty one)

[0171] Here, the total groove area means the sum of the groove areas in a given region, including the chamfered portions, in a plan view of the tread surface of the pneumatic tire. Therefore, for example, the total groove area of ​​the circumferential main grooves on the vehicle-mounted inner side based on the tire equatorial plane CL is the sum of the areas of the circumferential main grooves located on the vehicle-mounted inner side of the tire equatorial plane CL, ... and the chamfered portions formed in these circumferential main grooves.

[0172] 1, the first circumferential main groove 110 and the second circumferential main groove 120 are arranged to sandwich the tire equatorial plane CL therebetween. The groove width of the first circumferential main groove 110 is larger than the groove width of the second circumferential main groove 120.

[0173] Therefore, in FIG. 1, the total groove area S of the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane CL SI is the total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle, based on the tire equatorial plane, S SO Greater than.

[0174] ​2, the first circumferential main groove 210 and the third circumferential main groove 230 are disposed so as to sandwich the tire equatorial plane CL therebetween. The second circumferential main groove 220 is disposed so as to overlap with the equatorial plane CL. Here, the total groove area S of the circumferential main grooves on the vehicle-mounted inner side based on the tire equatorial plane CL is SI is the sum of the groove area of ​​the first circumferential main groove 210 and the groove area of ​​the second circumferential main groove 220 on the inner side of the tire mounting surface CL. In addition, the total groove area S SO is the sum of the groove area of ​​the third circumferential main groove 230 and the groove area of ​​the second circumferential main groove 220 at a portion on the vehicle-mounted outer side from the tire equatorial plane CL. Here, the groove width of the first circumferential main groove 210 is larger than the groove width of the third circumferential main groove 230. Also, the second circumferential main groove 220 is disposed so that the groove area of ​​the portion on the vehicle-mounted inner side from the tire equatorial plane CL is equal to the groove area of ​​the portion on the vehicle-mounted outer side from the tire equatorial plane CL.

[0175] Therefore, in FIG. 2, the total groove area S of the circumferential main grooves on the inner side of the tire mounted on the vehicle based on the tire equatorial plane CL SI is the total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle, based on the tire equatorial plane CL. SO Greater than.

[0176] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0177] In the pneumatic tire according to additional embodiment 2-16 of the present disclosure, the total groove area S of the circumferential main grooves on the vehicle mounting inner side based on the tire equatorial plane CL is SI The total groove area S of the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is increased to efficiently improve drainage. SO This reduces the size of the land area, effectively increasing the rigidity of the land area.

[0178] Therefore, the pneumatic tire according to Additional Embodiment 2-16 of the present disclosure can further improve wet and dry driving stability.

[0179] The total groove area S of the circumferential main grooves on the outer side of the tire mounted on the vehicle is based on the tire equatorial plane. SO The total groove area S of the circumferential main grooves on the inside of the tire mounted on the vehicle, based on the tire equatorial plane CL SI The ratio of S SI / S SO is preferably greater than 1.1 and less than 1.5. SI / S SO may be greater than 1.1, 1.2 or greater, 1.3 or greater, or 1.4 or greater, and may be less than 1.5, 1.4 or less, 1.3 or less, or 1.2 or less.

[0180] Additional Form 2-17 As shown in Figures 1 and 2, in a pneumatic tire according to additional form 2-17 of the present disclosure, in basic form 2 and any one of additional forms 2-1 to 2-16, for any one pair of two adjacent circumferential main grooves, the average groove width of the circumferential main groove on the vehicle mounting inner side is larger than the average groove width of the circumferential main groove on the vehicle mounting outer side.

[0181] 1, the groove width of the first circumferential main groove 110 is larger than the groove width of the second circumferential main groove 120. Also, in FIG. 2, the groove widths of the first to third circumferential main grooves 210, 220, and 230 are larger in the order of the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230.

[0182] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0183] In a pneumatic tire according to additional form 2-17 of the present disclosure, for two adjacent circumferential main grooves, the average groove width of the circumferential main groove on the inner side in the vehicle mounting direction is made larger to efficiently improve drainage performance, while the average groove width of the circumferential main groove on the outer side in the vehicle mounting direction is made smaller to efficiently improve the rigidity of the land portion defined therearound.

[0184] Therefore, the pneumatic tire according to Additional Embodiment 2-17 of the present disclosure can further improve wet and dry driving stability.

[0185] Additional Form 2-18 In a pneumatic tire according to additional form 2-18 of the present disclosure, for basic form 2 and any one of additional forms 2-1 to 2-17, the average groove width of the circumferential main groove on the vehicle mounting inner side is larger than the average groove width of the circumferential main groove on the vehicle mounting outer side in all combinations of two adjacent circumferential main grooves.

[0186] That is, a pneumatic tire according to additional embodiment 2-18 of the present disclosure is configured so that the average groove width of the multiple circumferential main grooves decreases from the vehicle mounting inner side toward the vehicle mounting outer side.

[0187] As described above, by giving priority to improving drainage performance on the inside of the vehicle mounting side and giving priority to improving rigidity on the outside of the vehicle mounting side, it is possible to efficiently improve dry handling stability and wet handling stability.

[0188] In a pneumatic tire according to additional form 2-18 of the present disclosure, the average groove width of the circumferential main grooves located on the inner side of the vehicle mounting surface is increased to efficiently improve drainage performance, while the average groove width of the circumferential main grooves located on the outer side of the vehicle mounting surface is decreased to efficiently improve the rigidity of the land portion defined therearound.

[0189] Therefore, the pneumatic tire according to Additional Embodiment 2-18 of the present disclosure can further improve wet and dry driving stability.

[0190] Additional Form 2-19 FIG. 5 shows the A of the first circumferential main groove 210 in FIG. 21 -A 22 Cross-sectional view.

[0191] As shown in FIG. 5, in a pneumatic tire according to Additional Embodiment 2-19 of the present disclosure, in relation to Basic Embodiment 2 and any one of Additional Embodiments 2-1 to 2-18, in a tire meridian cross section, for at least a circumferential main groove (a first circumferential main groove 210 in FIG. 5) that is disposed on the innermost vehicle mounting side among a plurality of circumferential main grooves, an inclination angle of a vehicle mounting inner groove wall 210a of the first circumferential main groove 210 with respect to the tire radial direction R is set to θ GI The inclination angle of the vehicle-mounted outer groove wall 210b of the circumferential main groove 210 with respect to the tire radial direction is θ GO When this is done, the following equation (22) is satisfied. θ GI <θ GO (twenty two)

[0192] In a pneumatic tire according to additional embodiment 2-19 of the present disclosure, the inclination angle θ of the vehicle-mounted inner groove wall 210a of the first circumferential main groove 210 with respect to the tire radial direction GI However, the inclination angle θ of the vehicle-mounted outer groove wall 210b of the first circumferential main groove 210 with respect to the tire radial direction GO Less than.

[0193] Here, when comparing the profile lines from the land surface located on both sides of the first circumferential main groove 210 to the groove bottom on both sides of the groove 210 mounted on the vehicle, I In the case of the outer side W, the angle change when transitioning from the surface profile of the chamfered portion 211 to the groove profile is relatively small. OIn this case, the angle change when transitioning from the surface profile of the chamfered portion 212 to the groove profile is relatively large. In other words, assuming that the same stress is applied to the land portions located on both sides of the groove 210 in the opposite directions in the tire width direction and to the same degree, it can be said that the land portion located on the vehicle mounting outer side with respect to the groove 210 is less likely to wear and has higher rigidity, based on the shapes of both land portions. In other words, this configuration is consistent with the above-mentioned view that it is preferable to preferentially increase the rigidity on the vehicle mounting outer side.

[0194] In addition, when the groove centerline of the first circumferential main groove 210 is used as a reference, the groove volume on the inner side of the vehicle mounting is larger than the groove volume on the outer side of the vehicle mounting. This configuration also coincides with the above-mentioned view that it is preferable to preferentially improve the drainage performance on the inner side of the vehicle mounting.

[0195] Therefore, the pneumatic tire according to Additional Embodiment 2-19 of the present disclosure can further improve wet and dry driving stability.

[0196] FIG. 6 shows the second circumferential main groove 220 in FIG. 21 -B 22 7 is a cross-sectional view of the third circumferential main groove 230 in FIG. 21 -C 22 8 is a cross-sectional view of the fourth inclined groove 270 in FIG. 21 -D 22 Cross-sectional view.

[0197] As shown in FIGS. 6 and 7, the pneumatic tire according to the additional embodiment 2-19 of the present disclosure further has a second circumferential main groove 220 and a third circumferential main groove 230, and the second circumferential main groove 220 and the third circumferential main groove 230 are also formed with a θ GI <θ GO On the other hand, as shown in FIG. 8, the fourth inclined groove 270 can satisfy the inclination angle θ 1 , θ 2 may be the same.

[0198] As shown in Figs. 5 to 7, θ GI and θ GOare preferably larger in the order of the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230. This is because improved drainage is particularly required on the inner side of the tire mounted on a vehicle, compared to the outer side.

[0199] The inclination angle θ of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction GI The inclination angle θ of the outer groove wall of the circumferential main groove with respect to the tire radial direction GO The ratio θ GO / θ GI is preferably greater than 2.0 and less than 5.0.

[0200] θ GO / θ GI may be greater than 2.0, 2.5 or greater, 3.0 or greater, or 3.5 or greater, and may be less than 5.0, 4.5 or less, 4.0 or less, or 3.5 or less.

[0201] θ GI may be greater than 0° and equal to or less than 30°. GI may be greater than 0°, 1° or more, 5° or more, 10° or more, or 15° or more, and may be 30° or less, 25° or less, 20° or less, 15° or less, or 10° or less. EXAMPLES

[0202] (Pneumatic tires of invention examples 1 to 6 and conventional example 1) Pneumatic tires of invention examples 1 to 6 and conventional example 1 were manufactured under the "conditions" shown in the following Table 1. The tire size of each example of the pneumatic tire was 255 / 35R19 (specified by JATMA).

[0203] In Table 1, when the "shape of the circumferential main groove" is "wavy," it means that the groove center line of the circumferential main groove is wavy, oscillating in the tire width direction as it progresses in the tire circumferential direction.

[0204] In Table 1, a "vehicle mounting inner chamfer" is a chamfer provided on an edge of a circumferential main groove on the vehicle mounting inner side. In an example, "vehicle mounting inner chamfer" is "present" means that all circumferential main grooves in that example have a "vehicle mounting inner chamfer". In an example, "vehicle mounting inner chamfer" is "absent" means that all circumferential main grooves in that example do not have a "vehicle mounting inner chamfer".

[0205] In Table 1, the "vehicle mounting outer chamfer" is a chamfer provided on the edge of the circumferential main groove on the vehicle mounting outer side. In an example, "vehicle mounting outer chamfer" is "present" means that all circumferential main grooves in that example have a "vehicle mounting outer chamfer". In an example, "vehicle mounting outer chamfer" is "absent" means that all circumferential main grooves in that example do not have a "vehicle mounting outer chamfer".

[0206] In Table 1, "W AI " is the chamfer width of the inner chamfer part of the vehicle mounting part, and "W AO " is the chamfer width of the outer chamfered part on the vehicle. SI " is the total groove area of ​​the circumferential main grooves on the inner side of the tire mounted on the vehicle, based on the tire equatorial plane, and "S SO " is the total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle, based on the tire equatorial plane. CI " is the maximum value of the tire radial direction length from the tire surface profile to the innermost position in the tire radial direction of the vehicle-mounted inner side chamfer portion, and "d G " is the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the circumferential main groove in the case where there is no circumferential main groove. GI " is the inclination angle of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction, and "θ GO " is the inclination angle of the vehicle-mounted outer groove wall of the circumferential main groove with respect to the tire radial direction.

[0207] (Pneumatic tires of invention examples 7 to 12 and conventional example 2) Pneumatic tires of Examples 7 to 12 and Conventional Example 2 were manufactured under the "Conditions" shown in Table 2. The tire size of each example pneumatic tire was 255 / 35R19 (specified by JATMA).

[0208] In Table 2, "with" "vehicle-mounted outer chamfer" means that only the two inner circumferential main grooves of the vehicle-mounted inner circumferential main grooves, excluding the outermost circumferential main groove of the vehicle-mounted inner circumferential main grooves, have the "vehicle-mounted outer chamfer". Also, "without" "vehicle-mounted outer chamfer" in a certain example means that none of the circumferential main grooves in that example have the "vehicle-mounted outer chamfer". The definitions of the conditions are the same as in Table 1.

[0209] (Evaluation of dry handling stability) The tires of each example were mounted on a rim wheel of a JATMA standard rim with a rim size of 19 x 9.0J, the air pressure was adjusted to 240 kPa, and the tires were mounted on all wheels of a FR vehicle equipped with a 2.0L engine as a test vehicle.

[0210] The test vehicle then traveled on a test course with a flat, circular, dry surface at speeds between 10km / h and 180km / h, and the test driver performed a sensory evaluation of the steering during lane changes and cornering, and the stability during straight driving. Dry handling stability was expressed as a score based on a conventional example being 100, with a higher score indicating superiority. The results are shown in Tables 1 and 2.

[0211] (Evaluation of wet handling) The tires of each example were mounted on a rim wheel of a JATMA standard rim with a rim size of 19 x 9.0J, the air pressure was adjusted to 240 kPa, and the tires were mounted on all wheels of a FR vehicle equipped with a 2.0L engine as a test vehicle.

[0212] The test vehicle was then driven on a wet test course with a flat circular track, decelerating from 180km / h until it stopped, and the reciprocal of the distance traveled was calculated. Wet handling stability was expressed as a score based on a conventional example being 100, with a higher score indicating superiority. The results are shown in Tables 1 and 2.

[0213] [Table 1]

[0214] [Table 2]

[0215] According to Tables 1 and 2, it can be seen that the pneumatic tires of Invention Examples 1 to 12, which fall within the technical scope of the present invention, all achieve a well-balanced improvement in dry handling stability and wet handling stability compared to the pneumatic tires of Conventional Examples 1 and 2, which do not fall within the technical scope of the present invention.

[0216] (Pneumatic tires of Examples 1-1, 1-2, 7-1, and 7-2) Regarding Example 1, Example 1-1 was manufactured in which the average groove width of the first circumferential main groove 110 was equal to the average groove width of the second circumferential main groove 120, and Example 1-2 was manufactured in which the average groove width of the first circumferential main groove 110 was greater than the average groove width of the second circumferential main groove 120. The tire size of the pneumatic tires in each example was 255 / 35R19 (specified by JATMA).

[0217] In addition, regarding Example 7, Example 7-1 was manufactured in which the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230 had the same average groove width, and Example 7-2 was manufactured in which the average groove widths increased in the order of the third circumferential main groove 230, the second circumferential main groove 220, and the first circumferential main groove 210. The tire size of the pneumatic tires in each example was 255 / 35R19 (specified by JATMA).

[0218] The above-mentioned "evaluation of dry handling stability" and "evaluation of wet handling stability" were performed on the pneumatic tires of Examples 1-1, 1-2, 7-1, and 7-2. Note that, in these examples, the wet handling stability was evaluated both when the vehicle was moving forward and backward.

[0219] When the dry handling stability and wet handling stability of Example 1-1 were each evaluated as 100, the dry handling stability and wet handling stability of Example 1-2 were evaluated as 99 and 101, respectively. In addition, when the dry handling stability and wet handling stability of Example 7-1 were each evaluated as 100, the dry handling stability and wet handling stability of Example 7-2 were evaluated as 99 and 101, respectively.

[0220] (Pneumatic tires of Examples 13 to 29) The pneumatic tires of Examples 13 to 21 were manufactured based on the groove shape shown in FIG. 1 and in accordance with the "conditions" shown in Table 3 below. The pneumatic tires of Examples 22 to 30 were manufactured based on the groove shape shown in FIG. 2 and in accordance with the "conditions" shown in Table 4 below. The tire size of the pneumatic tires of each example was 255 / 35R19 (specified by JATMA). The pneumatic tires of Examples 13 to 21 all have the configuration of Example 1 and the conditions shown in Table 3. The pneumatic tires of Examples 22 to 30 all have the configuration of Example 7 and the conditions shown in Table 4.

[0221] Using Figure 1, in Table 3, "L IG1 " is the length in the tire width direction W of the portion of the first inclined groove 130 that extends from the first circumferential main groove 110 to the vehicle mounting outer side, and "L L " is the length in the tire width direction of the land portion adjacent to the outer side of the first circumferential main groove 110 mounted on the vehicle. G4G4 " is the length in the tire circumferential direction from one to the other of two fourth inclined grooves 160 adjacent to each other in the tire circumferential direction, and "L G2G4" is the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the end of the second inclined groove. G " is the maximum value of the tire radial direction length from the tire surface profile (hereinafter simply referred to as "tire surface profile") to the groove bottom of the circumferential main grooves 110, 120 in the tire meridian cross section when the circumferential main grooves 110, 120 and the inclined grooves 130 to 170 are not present, and "d IG1 ", "d IG2 ", "d IG3 " and "d IG4 " are the maximum tire radial lengths from the tire surface profile to the groove bottoms of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160, respectively. Finally, "d G1 " is the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the first circumferential main groove 110, and "d IG1’ " is the maximum value of the tire radial length from the tire surface profile to the groove bottom at the vehicle-mounted outer portion of the first inclined groove 130 starting from the first circumferential main groove 110, and "d IG1’’ " is the maximum value of the tire radial direction length from the tire surface profile to the groove bottom at the portion of the first inclined groove 130 on the inner side mounted on the vehicle, starting from the first circumferential main groove 110.

[0222] In addition, with respect to the shape of the first inclined groove 130, the "starting point" refers to the starting point where the first inclined groove 130 starts from the first circumferential groove 110, and the "inner starting point" refers to the starting point on the inner side in the tire width direction with respect to the first circumferential groove 110, that is, the starting point on the tire equator line CL side as viewed from the first circumferential groove 110. On the other hand, the "outer starting point" refers to the starting point on the outer side in the tire width direction with respect to the first circumferential groove 110, that is, the starting point on the opposite side to the tire equator line CL side as viewed from the first circumferential groove 110. Similarly, with respect to the shape of the second inclined groove 140, the "starting point" refers to the starting point where the second inclined groove 140 starts from the second circumferential groove 120, and the "outer starting point" refers to the starting point on the outer side in the tire width direction with respect to the second circumferential groove 120, that is, the starting point on the opposite side to the tire equator line CL side as viewed from the second circumferential groove 120. The "concave" start point means that the inclined groove starts at a concave portion of the circumferential main groove, and the "convex" start point means that the inclined groove starts at a convex portion of the circumferential main groove. Table 4 can be understood in the same way using FIG. 2.

[0223] The first inclined groove 130 (240 in FIG. 2) is a groove extending to both sides of the vehicle mounting from the circumferential main groove 110 (210 in FIG. 2) which is located on the innermost side of the vehicle mounting among the plurality of circumferential main grooves. The second inclined groove 140 (250 in FIG. 2) is a groove extending to the outer side of the vehicle mounting from the circumferential main groove 120 (230 in FIG. 2) which is located on the outermost side of the vehicle mounting among the plurality of circumferential main grooves. The third inclined groove 150 (260 in FIG. 2) is a groove arranged so that both ends thereof terminate within a land portion adjacent to the inner side of the vehicle mounting of the first circumferential main groove 110 (210 in FIG. 2). The fourth inclined groove 160 (270 in FIG. 2) is a groove arranged so that both ends thereof terminate within a land portion adjacent to the outer side of the vehicle mounting of the second circumferential main groove 120 (250 in FIG. 2). The fifth inclined groove 170 is arranged so that both ends thereof terminate within a land portion adjacent to the outer side of the second circumferential main groove 120, which is arranged on the outermost side of the vehicle among the multiple circumferential main grooves (two in FIG. 1), and has a groove length shorter than that of the fourth inclined groove 160.

[0224] The above-mentioned "evaluation of dry handling stability" and "evaluation of wet handling stability" were performed on the pneumatic tires of Examples 13 to 29. In these Examples, the wet handling stability was evaluated both when the vehicle was moving forward and backward.

[0225] The results are shown in Tables 3 and 4.

[0226] [Table 3]

[0227] [Table 4]

[0228] According to Tables 3 and 4, it can be seen that the pneumatic tires of Example 13 to Example 29, which fall within the technical scope of the present invention, all achieve a well-balanced improvement in dry handling stability and wet handling stability. In Tables 3 and 4, the symbols "to" indicating a numerical range do not include the endpoints. That is, "0.2 to 0.6" means more than 0.2 and less than 0.6. Similarly, "0.4 to 0.6" means more than 0.4 and less than 0.6.

[0229] (Pneumatic tires of Examples 30 and 31) Regarding the pneumatic tires of Examples 30 and 31, the configuration of the first inclined groove 110 is as follows: IG1 =L IG2 In Example 31, L IG1 <L IG2 Except for the above, the tires were manufactured based on the groove shape shown in Fig. 1. The tire size of the pneumatic tires in each example was 255 / 35R19 (specified by JATMA).

[0230] The above-mentioned "evaluation of dry handling stability" and "evaluation of wet handling stability" were performed on the pneumatic tires of Examples 30 and 31. In these Examples, the wet handling stability was evaluated both when the vehicle was moving forward and backward.

[0231] When the dry handling stability and the wet handling stability of Example 30 were each evaluated as 100, the dry handling stability and the wet handling stability of Example 31 were evaluated as 101 and 101, respectively.

[0232] (Pneumatic tires of Examples 32 to 63) The pneumatic tires of Examples 32 to 48 were manufactured based on the groove shape shown in FIG. 1 without chamfering, and by varying the conditions of the first and second circumferential main grooves 110, 120, and the presence and conditions of the first to fifth inclined grooves 130 to 170, according to the "conditions" shown in Table 5 below. The pneumatic tires of Examples 49 to 63 were manufactured based on the groove shape shown in FIG. 2 without chamfering, and by varying the conditions of the first and third circumferential main grooves 210, 230, and the presence and conditions of the first to fourth inclined grooves 240 to 270, according to the "conditions" shown in Table 6 below. The tire size of the pneumatic tires of each example was 255 / 35R19 (specified by JATMA).

[0233] Using Figure 1, in Table 5, "L IG1 " is the length in the tire width direction W of the portion of the first inclined groove 130 that extends from the first circumferential main groove 110 to the vehicle mounting outer side, and "L IG2 " is the length in the tire width direction W of the portion extending from the first circumferential main groove 110 to the vehicle mounting inner side, and "L L " is the length in the tire width direction of the land portion adjacent to the outer side of the first circumferential main groove 110 mounted on the vehicle. G4G4 " is the length in the tire circumferential direction from one to the other of two fourth inclined grooves 160 adjacent to each other in the tire circumferential direction, and "L G2G4 " is the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the end of the second inclined groove.G " is the maximum value of the tire radial direction length from the tire surface profile (hereinafter simply referred to as "tire surface profile") to the groove bottom of the circumferential main grooves 110, 120 in the tire meridian cross section when the circumferential main grooves 110, 120 and the inclined grooves 130 to 170 are not present, and "d IG1 ", "d IG2 ", "d IG3 " and "d IG4 " are the maximum tire radial lengths from the tire surface profile to the groove bottoms of the first inclined groove 130, the second inclined groove 140, the third inclined groove 150, and the fourth inclined groove 160, respectively. Finally, "d G1 " is the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the first circumferential main groove 110, and "d IG1’ " is the maximum value of the tire radial length from the tire surface profile to the groove bottom at the vehicle-mounted outer portion of the first inclined groove 130 starting from the first circumferential main groove 110, and "d IG1’’ " is the maximum value of the tire radial direction length from the tire surface profile to the groove bottom at the portion of the first inclined groove 130 on the inner side mounted on the vehicle, starting from the first circumferential main groove 110.

[0234] In addition, with respect to the shape of the first inclined groove 130, the "starting point" refers to the starting point where the first inclined groove 130 starts from the first circumferential groove 110, and the "inner starting point" refers to the starting point on the inner side in the tire width direction with respect to the first circumferential groove 110, that is, the starting point on the tire equator line CL side as viewed from the first circumferential groove 110. On the other hand, the "outer starting point" refers to the starting point on the outer side in the tire width direction with respect to the first circumferential groove 110, that is, the starting point on the opposite side to the tire equator line CL side as viewed from the first circumferential groove 110. Similarly, with respect to the shape of the second inclined groove 140, the "starting point" refers to the starting point where the second inclined groove 140 starts from the second circumferential groove 120, and the "outer starting point" refers to the starting point on the outer side in the tire width direction with respect to the second circumferential groove 120, that is, the starting point on the opposite side to the tire equator line CL side as viewed from the second circumferential groove 120. The "concave" start point means that the inclined groove starts at a concave portion of the circumferential main groove, and the "convex" start point means that the inclined groove starts at a convex portion of the circumferential main groove. Table 4 can be understood in the same way using FIG. 2.

[0235] The first inclined groove 130 (240 in FIG. 2) is a groove extending to both sides of the vehicle mounting from the circumferential main groove 110 (210 in FIG. 2) which is located on the innermost side of the vehicle mounting among the plurality of circumferential main grooves. The second inclined groove 140 (250 in FIG. 2) is a groove extending to the outer side of the vehicle mounting from the circumferential main groove 120 (230 in FIG. 2) which is located on the outermost side of the vehicle mounting among the plurality of circumferential main grooves. The third inclined groove 150 (260 in FIG. 2) is a groove arranged so that both ends thereof terminate within a land portion adjacent to the inner side of the vehicle mounting of the first circumferential main groove 110 (210 in FIG. 2). The fourth inclined groove 160 (270 in FIG. 2) is a groove arranged so that both ends thereof terminate within a land portion adjacent to the outer side of the vehicle mounting of the second circumferential main groove 120 (250 in FIG. 2). The fifth inclined groove 170 is arranged so that both ends thereof terminate within a land portion adjacent to the outer side of the second circumferential main groove 120, which is arranged on the outermost side of the vehicle among the multiple circumferential main grooves (two in FIG. 1), and has a groove length shorter than that of the fourth inclined groove 160.

[0236] [Table 5-1] [Table 5-2]

[0237] [Table 6-1] [Table 6-2]

[0238] According to Tables 5 and 6, it can be seen that all of the pneumatic tires of Example 32 to Example 63, which fall within the technical scope of the present invention, achieve a well-balanced improvement in dry handling stability and wet handling stability.

[0239] (Pneumatic tires of Examples 32-1, 32-2, 49-1, and 49-2) Regarding Example 32, Example 32-1 was manufactured in which the average groove width of the first circumferential main groove 110 was equal to the average groove width of the second circumferential main groove 120, and Example 32-2 was manufactured in which the average groove width of the first circumferential main groove 110 was greater than the average groove width of the second circumferential main groove 120. The tire size of the pneumatic tires in each example was 255 / 35R19 (specified by JATMA).

[0240] Regarding Example 49, Example 49-1 was manufactured in which the first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230 had the same average groove width, and Example 49-2 was manufactured in which the average groove widths increased in the order of the third circumferential main groove 230, the second circumferential main groove 220, and the first circumferential main groove 210.

[0241] The above-mentioned "evaluation of dry handling stability" and "evaluation of wet handling stability" were performed on the pneumatic tires of Examples 32-1, 32-2, 49-1, and 49-2. Note that, for these examples, the wet handling stability was evaluated both when the vehicle was moving forward and backward.

[0242] When the dry handling stability and wet handling stability of Example 32-1 were each evaluated as 100, the dry handling stability and wet handling stability of Example 32-2 were evaluated as 99 and 101, respectively. In addition, when the dry handling stability and wet handling stability of Example 49-1 were each evaluated as 100, the dry handling stability and wet handling stability of Example 49-2 were evaluated as 99 and 101, respectively. [Explanation of symbols]

[0243] 100 and 200 tread surface 110 and 210 First circumferential main groove 111, 211, 221, and 231 Vehicle mounting inner chamfer 112, 212, and 222 Vehicle mounting outer chamfer 120 and 220 Second circumferential main groove 210a, 220a, and 230a Vehicle-mounted inner channel walls 210b, 220b, 230b and vehicle-mounted outer groove wall 230 Third circumferential main groove

Claims

1. A pneumatic tire having a specified mounting direction with respect to a vehicle and including a plurality of circumferential main grooves, a first inclined groove, and a second inclined groove on a tread surface of a tread portion, In plan view of the tire, The groove center line of the circumferential main groove is periodically displaced in the tire width direction as it progresses in the tire circumferential direction, The first inclined groove extends to each side of the vehicle mounting from a circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves as a starting point, The second inclined groove extends toward the vehicle mounting outer side from the circumferential main groove that is disposed on the outermost vehicle mounting side among the plurality of circumferential main grooves as a starting point, When the length in the tire width direction of the first inclined groove of a portion extending from the circumferential main groove disposed on the innermost side of the vehicle among the plurality of circumferential main grooves to the vehicle outer side is defined as L IG1 and the length in the tire width direction of a land portion adjacent to the circumferential main groove disposed on the innermost side of the vehicle among the plurality of circumferential main grooves is defined as L L , the following formula (14) is satisfied, The pneumatic tire, wherein the first inclined groove and the second inclined groove extend in the same direction in a vehicle mounting direction when moving from a leading-in side to a trailing-out side in a tire circumferential direction. 0.20<L IG1 / L L <0.60 (14)

2. 2. The pneumatic tire according to claim 1, wherein a terminal portion in a vehicle mounting outboard direction of the first inclined groove terminates within a land portion adjacent to the vehicle mounting outboard side of the circumferential main groove that is positioned furthest on the vehicle mounting inner side among the plurality of circumferential main grooves, and a terminal portion in a vehicle mounting inboard direction of the first inclined groove terminates within a land portion adjacent to the vehicle mounting inboard side of the circumferential main groove that is positioned furthest on the vehicle mounting inner side among the plurality of circumferential main grooves.

3. 3. The pneumatic tire according to claim 1, wherein a terminal portion in a vehicle mounting outboard direction of the second inclined groove terminates within a land portion adjacent to the vehicle mounting outboard side of the circumferential main groove that is disposed furthest from the vehicle mounting outboard side of the plurality of circumferential main grooves, and a terminal portion in a vehicle mounting inboard direction of the second inclined groove terminates in communication with the circumferential main groove that is disposed furthest from the vehicle mounting outboard side of the plurality of circumferential main grooves.

4. The length in the tire width direction of the first inclined groove, which extends from the circumferential main groove arranged on the inner side of the vehicle among the plurality of circumferential main grooves to the outer side of the vehicle, is defined as L ＩＧ１ and the length in the tire width direction of a portion of the first inclined groove extending from the circumferential main groove disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves to the inner side of the vehicle mounting is L ＩＧ２ The pneumatic tire according to claim 1 , which satisfies the following formula (13) when L ＩＧ１ <L ＩＧ２ (13)

5. The first inclined groove extends on each vehicle mounting side so as to communicate with a portion of the circumferential main groove that is convex on the vehicle mounting inner side and a portion of the circumferential main groove that is concave on the vehicle mounting outer side, the circumferential main groove being disposed on the innermost vehicle mounting side among the plurality of circumferential main grooves. The pneumatic tire according to any one of claims 1 to 4.

6. In a tire meridian cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves when the circumferential main groove and each inclined groove are not present is defined as d Ｇ１ and a maximum value of a tire radial direction length from the tire surface profile to a groove bottom at a portion on the outer side of the vehicle mounting from a starting point of the circumferential main groove that is disposed on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves is d ＩＧ１’ The maximum value of the radial length of the tire from the circumferential main groove arranged on the inner side of the vehicle mounting among the plurality of circumferential main grooves among the first inclined grooves to the groove bottom in the part on the inner side of the vehicle mounting is d ＩＧ１’’ The pneumatic tire according to claim 1 , which satisfies the following formula (15) when d ＩＧ１’ <d ＩＧ１’’ <d Ｇ１ (15)

7. A terminal end portion of the second inclined groove on a vehicle mounting inner side is connected to a portion of the circumferential main groove that is disposed on the outermost vehicle mounting side among the plurality of circumferential main grooves and that is convex toward the vehicle mounting outer side. The pneumatic tire according to any one of claims 1 to 6.

8. The groove further includes a third inclined groove and a fourth inclined groove, the third inclined groove is disposed such that both ends thereof terminate within a land portion adjacent to the vehicle mounting inner side of the circumferential main groove that is disposed on the vehicle mounting inner side among the plurality of circumferential main grooves, The fourth inclined groove is disposed so that both ends thereof terminate within a land portion adjacent to the outer side of the circumferential main groove that is disposed on the outermost side of the circumferential main groove. The pneumatic tire according to any one of claims 1 to 7.

9. 9. The pneumatic tire according to claim 8, further comprising a fifth inclined groove arranged so that both ends thereof terminate within a land portion adjacent to the vehicle mounting outer side of the circumferential main groove that is arranged on the vehicle mounting outer side among the plurality of circumferential main grooves, and the fifth inclined groove has a groove length shorter than that of the fourth inclined groove.

10. With respect to the tire width direction, the third inclined groove and the fourth inclined groove extend across a ground contact edge, and the fifth inclined groove terminates on the tire equatorial plane side relative to the ground contact edge. The pneumatic tire according to claim 9.

11. The orientation of an acute angle formed by each of the second inclined groove, the third inclined groove, and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the fifth inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. The pneumatic tire according to claim 9 or 10.

12. The orientation of an acute angle formed by each of the second inclined groove and the fourth inclined groove with respect to the tire width direction is equal to the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction, and the orientation of an acute angle formed by the third inclined groove with respect to the tire width direction is different from the orientation of an acute angle formed by the first inclined groove with respect to the tire width direction. The pneumatic tire according to any one of claims 8 to 10.

13. In the tire circumferential direction, The vehicle-mounted outer end of the third oblique groove is between the vehicle-mounted inner end of two adjacent first oblique grooves, and / or An end portion of the fourth inclined groove on a vehicle mounting inner side is terminated between ends of two adjacent second inclined grooves on a vehicle mounting outer side. The pneumatic tire according to any one of claims 8 to 12.

14. The end portion of the second inclined groove in the vehicle mounting outer side direction is The grooves terminate between two adjacent fourth inclined grooves in the tire circumferential direction, and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the other is L Ｇ４Ｇ４ and the length in the tire circumferential direction from one of the two adjacent fourth inclined grooves to the end portion of the second inclined groove is L Ｇ２Ｇ４ The pneumatic tire according to any one of claims 8 to 13, which satisfies the following formula (16) when 0.40<L Ｇ２Ｇ４ / L Ｇ４Ｇ４ 10 ...

15. In the tire meridian cross section, the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the circumferential main groove in the case where the circumferential main groove and each inclined groove are not present is defined as d Ｇ and the maximum value of the tire radial direction length from the tire surface profile to the groove bottom of the first inclined groove, the second inclined groove, the third inclined groove, and the fourth inclined groove is respectively defined as d ＩＧ１ , d ＩＧ２ , d ＩＧ３ , and d ＩＧ４ The pneumatic tire according to any one of claims 8 to 14, which satisfies the following expressions (17) to (20) when 0.05<d ＩＧ１ / d Ｇ <0.85 (17) 0.05<d ＩＧ２ / d Ｇ <0.85 (18) 0.05<d ＩＧ３ / d Ｇ <0.85 (19) 0.05<d ＩＧ４ / d Ｇ <0.85 (20)

16. The total groove area of ​​the circumferential main grooves on the inner side of the tire mounted on the vehicle is defined as S ＳＩ The total groove area of ​​the circumferential main grooves on the outer side of the tire mounted on the vehicle based on the tire equatorial plane is S ＳＯ The pneumatic tire according to claim 1 , wherein the following formula (21) is satisfied: S ＳＯ <S ＳＩ (21)

17. 17. The pneumatic tire according to claim 1, wherein for any one pair of adjacent two circumferential main grooves, an average groove width of the circumferential main groove on a vehicle mounting inner side is larger than an average groove width of the circumferential main groove on a vehicle mounting outer side.

18. 18. The pneumatic tire according to claim 1, wherein in all combinations of two adjacent circumferential main grooves, an average groove width of the circumferential main groove on an inner side mounted on a vehicle is greater than an average groove width of the circumferential main groove on an outer side mounted on a vehicle.

19. When viewed from the tire meridian cross section, Among the plurality of circumferential main grooves, at least the circumferential main groove disposed on the inner side of the vehicle mounting, The inclination angle of the vehicle-mounted inner groove wall of the circumferential main groove with respect to the tire radial direction is θ ＧＩ and the inclination angle of the vehicle-mounted outer groove wall of the circumferential main groove with respect to the tire radial direction is θ ＧＯ The pneumatic tire according to claim 1 , which satisfies the following formula (22) when i ＧＩ <θ ＧＯ (22)

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