Tire

Abstract

To provide a tire which improves operation stability while suppressing deterioration of noise performance.SOLUTION: In a land part 4 included in a tread part, a plurality of lateral groove elements 7 that include a first edge e1 and a second edge e2 extending in a tire circumferential direction and extends from a first end 7A positioned at the first edge e1 to a second end 7B positioned at the second edge e2 are formed. The lateral groove elements 7 are arranged in the tire circumferential direction in which a second end 7B of one lateral groove element is arranged at the same position with the first end 7A of the other lateral groove element adjacent thereto in the tire circumferential direction. The lateral groove elements 7 include a first part at the first end 7A side, a second part at the second end 7B side, and a third part therebetween, and are each inclined in the same direction relative to the tire circumferential direction. An angle θ3 of the third part against the tire circumferential direction is smaller than an angle θ1 of the first part and an angle θ2 of the second part. A length of the third part is larger than the sum of lengths of the first part and the second part.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a tire.

Background Art

[0002] Generally, in the tread portion of a tire, in view of drainage performance and the like, sipe or lateral grooves extending in the tire axial direction are provided (see, for example, Patent Document 1 below).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] With the recent improvement in performance and quietness of vehicles, for tires, further improvement in handling stability and noise performance is required. On the other hand, sipe and lateral grooves not only reduce the rigidity of the tread portion but also generate various noises during running. Therefore, when arranging sipe or lateral grooves in the tread portion, it is necessary to fully consider noise performance and handling stability.

[0005] The present invention has been devised in view of the above circumstances, and a main object thereof is to provide a tire capable of improving handling stability while limiting deterioration of noise performance.

Means for Solving the Problems

[0006] The present invention relates to a tire having a tread portion, wherein the tread portion includes at least one land portion, the land portion includes a first edge extending in the tire circumferential direction and a second edge extending in the tire circumferential direction, a plurality of transverse groove-like elements are formed in the land portion, each of the plurality of transverse groove-like elements continuously extends from a first end located at the first edge to a second end located at the second edge, and is inclined with respect to the tire axial direction and the tire circumferential direction, the plurality of transverse groove-like elements are arranged in a first arrangement over one circumference of the tire, in the first arrangement, the second end of one transverse groove-like element is positioned at the same position in the tire circumferential direction as the first end of the transverse groove-like element adjacent thereto in the tire circumferential direction, each of the plurality of transverse groove-like elements includes a first portion on the side of the first end, a second portion on the side of the second end, and a third portion therebetween, the first portion, the second portion, and the third portion are all inclined in the same direction with respect to the tire circumferential direction, an angle θ3 of the third portion with respect to the tire circumferential direction is smaller than an angle θ1 of the first portion with respect to the tire circumferential direction and an angle θ2 of the second portion with respect to the tire circumferential direction, and a length of the third portion is larger than a sum of a length of the first portion and a length of the second portion.

Advantages of the Invention

[0007] By adopting the above configuration, the tire of the present invention can improve the handling stability performance while limiting the deterioration of the noise performance.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Mode for Carrying Out the Invention

[0009] Hereinafter, some embodiments of the present invention will be described with reference to the drawings. The drawings may include exaggerated expressions or expressions different from the dimensional ratios of the actual structures in order to assist in the understanding of the present invention. Also, throughout each embodiment, the same or common elements are denoted by the same reference numerals, and redundant explanations are omitted.

[0010] FIG. 1 is a partial development view of the tread part 2 of the tire 1 of the present embodiment, and FIG. 2 is an enlarged view of the main part of FIG. 1. The tire of the present embodiment is implemented as, for example, a pneumatic tire. As the pneumatic tire, for example, a passenger car tire is suitable, and particularly a passenger car radial tire is suitable. The present invention may also be implemented as a motorcycle tire or a heavy load tire.

[0011] In FIG. 1, the tire 1 is in a normal state. In this specification, the normal state of the tire 1 means that the tire 1 is rim-mounted on a normal rim at a normal internal pressure and is in a no-load state. Unless otherwise specified, the dimensions and the like of each part of the tire 1 are values measured in this normal state.

[0012] In this specification, the "normal rim" is a rim defined for each tire in a standard system including the standard on which the tire is based. For example, in JATMA, it is the "standard rim", in TRA, it is the "Design Rim", and in ETRTO, it is the "Measuring Rim".

[0013] In this specification, the "normal internal pressure" refers to the air pressure defined for each tire in a standard system including the standards on which the tire is based. Specifically, it is the "maximum air pressure" in the case of JATMA, the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the case of TRA, and the "INFLATION PRESSURE" in the case of ETRTO.

[0014] As shown in FIG. 1, the tread portion 2 includes a first tread end Te1, a second tread end Te2, and a tread surface 2a formed between them. The tread surface 2a is a portion intended to contact the ground and is formed of tread rubber. The first tread end Te1 and the second tread end Te2 are respectively the outermost edges in the tire axial direction at the ground contact surface in the normal load-bearing state.

[0015] In this specification, the "normal load-bearing state" refers to a state in which a normal load is applied to a tire 1 in a normal state and the tire is brought into contact with a plane with a camber angle of zero. Further, in this specification, the "normal load" refers to the load defined for each tire in a standard system including the standards on which the tire is based. Specifically, it is the "maximum load capacity" in the case of JATMA, the maximum value described in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the case of TRA, and the "LOAD CAPACITY" in the case of ETRTO.

[0016] The tread portion 2 is formed with, for example, a plurality (e.g., three) of circumferential grooves 3 extending in the tire circumferential direction. The circumferential grooves 3 of the present embodiment extend linearly, for example, parallel to the tire circumferential direction. Although not particularly limited, in order to ensure sufficient drainage performance during wet driving, the width of the circumferential groove 3 is, for example, greater than 2 mm, preferably 3 mm or more, and more preferably 4 mm or more. Similarly, the groove depth of the circumferential groove 3 is, for example, 3 mm or more, preferably 4 mm or more, and more preferably 5 mm or more.

[0017] In the tread portion 2, a plurality of land portions 4 are defined by one or more circumferential grooves 3. In the present embodiment, the land portions 4 include a pair of crown land portions 5 and a pair of shoulder land portions 6 disposed on both outer sides in the tire axial direction of the pair of crown land portions 5.

[0018] Hereinafter, when describing the land portion 4, one crown land portion 5 (the left side in FIG. 1) will be referred to. The other land portions 4 may be configured in the same manner as the configuration described below, or may be different.

[0019] The crown land portion 5 includes a first edge e1 extending in the tire circumferential direction and a second edge e2 extending in the tire circumferential direction. In the present embodiment, the first edge e1 is the edge on the side of the first tread end Te1 of the crown land portion 5, and the second edge e2 is the edge on the side of the second tread end Te2 of the crown land portion 5. The tread surface of the crown land portion 5 is defined between the first edge e1 and the second edge e2.

[0020] A plurality of transverse groove-like elements 7 inclined with respect to the tire axial direction and the tire circumferential direction are formed in the crown land portion 5. Therefore, each of the plurality of transverse groove-like elements 7 has a non-zero angle with respect to the tire axial direction and the tire circumferential direction.

[0021] The transverse groove-like element 7 is a void recessed from the ground contact surface of the land portion 4 and is a comprehensive concept including, for example, both sipes and grooves. In the present specification, in the examples of FIGS. 1 and 2, the transverse groove-like element 7 shows the case of being a sipe. Alternatively, the transverse groove-like element 7 may be a groove.

[0022] In this specification, a "sip" is a slit-like gap with a width orthogonal to the longitudinal direction of 2 mm or less, preferably 1.5 mm or less. When, for example, it is in contact with the ground under a normal load, the sip functions such that at least a part of a pair of sip walls come into contact with each other. Therefore, the sip minimizes the reduction in the rigidity of the land portion 4, and thus helps to improve the handling stability. Further, in this specification, a "groove" is a gap having a longitudinal direction and a width orthogonal thereto, and refers to one having a width greater than 2 mm. The upper limit of the width of the groove is not particularly limited, but may be, for example, 10 mm or less in the case of a passenger car tire. Such a groove helps to enhance the drainage performance.

[0023] As shown in FIG. 2, each of the plurality of lateral groove-like elements 7 includes a first end 7A located at the first edge e1 and a second end 7B located at the second edge e2, and extends continuously therebetween. Therefore, each of the lateral groove-like elements 7 extends so as to completely cross the crown land portion 5 in the tire axial direction. As a result, the land portion 4 is divided into block-like land elements 8.

[0024] A plurality of lateral groove-like elements 7 are arranged in a first array 10 in the crown land portion 5. In the present embodiment, one set of the first array 10 is formed in the crown land portion 5. In a preferred aspect, only the first array 10 (a plurality of lateral groove-like elements 7) is formed in the crown land portion 5.

[0025] In the first array 10, a plurality of groove-shaped elements 7 are repeatedly arranged over one circumference of the tire such that the second end 7B of one groove-shaped element 7 and the first end 7A of another groove-shaped element 7 adjacent thereto in the tire circumferential direction are at the same position in the tire circumferential direction. More specifically, as shown in FIG. 2, the first position P1 where the center line 7C of one groove-shaped element 7 intersects the first edge e1 and the second position P2 where the center line 7C of another groove-shaped element 7 adjacent to the groove-shaped element 7 in the tire circumferential direction intersects the second edge e2 are at the same position in the tire circumferential direction. However, in view of the characteristics of the vulcanized rubber product called the tire, the first position P1 and the second position P2 may be offset by a slight distance a in the tire circumferential direction so as to allow for manufacturing errors. In this case, the distance a is set to 5% or less, preferably 3% or less, and more preferably 1% or less of the length La in the tire circumferential direction of the groove center line of the groove-shaped element 7.

[0026] As a noise during tire running, a pitch sound is known. An impact force is generated each time the land element 8 divided by the groove-shaped element 7 comes into contact with the ground. This impact force periodically vibrates the tread portion 2 and the sidewall portion (not shown), and consequently, a pitch sound is generated. However, in the first array 10 of the present embodiment, the pitch of the arrangement of the groove-shaped elements 7 and the length La of the groove-shaped element 7 in the tire circumferential direction are substantially equal based on the center line 7C of the groove-shaped element 7. For this reason, in the tire 1 of the present embodiment, during running, a plurality of groove-shaped elements 7 continuously come into contact with the ground without interruption, thereby reducing the variation of the impact force. Therefore, the tire 1 of the present embodiment can improve the noise performance by reducing the pitch sound.

[0027] Fig. 3 shows the center line 7C of the transverse groove-like element 7 as a schematic view. Each of the plurality of transverse groove-like elements 7 includes a first portion 71 on the side of the first end 7A, a second portion 72 on the side of the second end 7B, and a third portion 73 therebetween. The first portion 71, the second portion 72, and the third portion are all inclined in the same direction with respect to the tire circumferential direction. In the present embodiment, the first portion 71, the second portion 72, and the third portion are all inclined upward to the right with respect to the tire circumferential direction. Such a transverse groove-like element 7 gradually contacts the ground from one longitudinal end to the other end of each transverse groove-like element 7, and thus is advantageous for improving the running noise as compared with those extending parallel to the tire axial direction.

[0028] As shown in Fig. 3, the angle θ3 of the third portion 73 with respect to the tire circumferential direction is smaller than the angle θ1 of the first portion 71 and the angle θ2 of the second portion 72 with respect to the tire circumferential direction. Also, the length L3 of the third portion 73 is larger than the sum (L1 + L2) of the length L1 of the first portion 71 and the length L2 of the second portion 72.

[0029] Regarding the angle of the transverse groove-like element 7 with respect to the tire circumferential direction, the larger the angle, the more advantageous it is for the handling stability. Also, when the vehicle is turning, the forces acting on the first edge e1 and the second edge e2 of the land portion 4 become larger. In the present embodiment, the angles θ1 and θ2 of the first portion 71 and the second portion 72 located at both ends of the land portion 4 are larger than the angle θ3 of the third portion 73, so that the handling stability is improved. Also, since the length L3 of the third portion 73 with a steep inclination is larger than the sum (L1 + L2) of the length L1 of the first portion 71 and the length L2 of the second portion 72, it becomes difficult for each land element 8 to be twisted during turning. By these actions, the tire 1 of the present embodiment has improved handling stability. Incidentally, when the transverse groove-like element 7 is a sipe as in the present embodiment, by bending the transverse groove-like element 7 as described above, the adjacent land elements 8 support each other during tire running, and the handling stability is further improved.

[0030] From the perspective of more effectively suppressing the torsional deformation of the above-mentioned land portion element 8, it is desirable that the length L3 of the third portion 73 be large. For example, the length L3 of the third portion 73 is set to be 1.2 times or more, preferably 1.5 times or more, and more preferably 2.0 times or more the sum (L1 + L2) of the length L1 of the first portion 71 and the length L2 of the second portion 72. Also, from the perspective of sufficiently ensuring the lateral rigidity near the first edge e1 and the second edge e2 of the land portion 4, the length L3 of the third portion 73 is set to be, for example, 3.5 times or less, preferably 3.0 times or less the sum (L1 + L2). In a particularly desirable example, the length L1 of the first portion 71 and the length L2 of the second portion 72 are equal to each other (L1 = L2). In other examples, L1 ≠ L2 may also be possible.

[0031] The angles θ1 of the first portion 71 and θ2 of the second portion 72 are not particularly limited, but from the perspective of improving handling stability, for example, they are set to be 60 degrees or more, preferably 65 degrees or more, and more preferably 70 degrees or more. The upper limit of the angles θ1 of the first portion 71 and θ2 of the second portion 72 may be less than 90 degrees, but is preferably 85 degrees or less, and more preferably 80 degrees or less. In a particularly desirable example, the angle θ1 and the angle θ2 are equal to each other (θ1 = θ2). In other examples, θ1 ≠ θ2 may also be possible.

[0032] The angle θ3 of the third portion 73 is not particularly limited as long as it is smaller than the angles θ1 of the first portion 71 and θ2 of the second portion 72. However, in order to firmly engage adjacent land portion elements 8 with each other during turning travel and exhibit higher handling stability, it is preferably 20 degrees or more, more preferably 30 degrees or more, and is also preferably 50 degrees or less, more preferably 40 degrees or less.

[0033] In the embodiments of FIGS. 1 and 2, the first portion 71, the second portion 72, and the third portion 73 all extend linearly, and each of these portions is directly connected without an intervening arc portion. In other examples, as shown in FIG. 4, an arc portion 9 with a radius of curvature R may be arranged between the first portion 71 and the third portion 73 and / or between the third portion 73 and the second portion 72. In an example like FIG. 4, the lengths of the first portion 71, the second portion 72, and the third portion 73 shall be specified based on the intersection points obtained by virtually extending their respective center lines.

[0034] FIG. 5 shows a modified example of the transverse groove-like element 7. In the example of FIG. 5, the width W1 of the first portion 71 and the width W2 of the second portion 72 are smaller than the width of the third portion 73. That is, the widths W1 and W2 of the first portion 71 and the second portion 72, which have relatively large angles θ1 and θ2 with respect to the tire circumferential direction, are smaller than the width W3 of the third portion 73, which has a relatively small angle θ3. In such a manner, in the land portion cross-section in a plane perpendicular to the ground contact surface of the land portion 4 and parallel to the tire axial direction, the respective widths of the first portion 71 and the second portion 72 and the width of the third portion 73 become approximately equal to each other. This helps to further reduce the variation of the impact force during tire running and further improve the noise performance.

[0035] FIG. 6 shows a modified example of the transverse groove-like element 7. In this example, the transverse groove-like element 7 is formed by transverse grooves. The transverse groove-like element 7 of the present invention is not limited to sipes and may be transverse grooves.

[0036] In FIG. 7, the ground contact surface GL in the normal load state is shown by a virtual line. As shown in FIG. 7, the length D in the tire circumferential direction of the edge GLa of the ground contact surface GL across the land portion is set to 20% or less of the length La in the tire circumferential direction of one of the lateral groove-like elements 7. The inventors focused on the relationship between the length La in the tire circumferential direction of the lateral groove-like element 7 and the length D in the tire circumferential direction of the edge GLa of the ground contact surface GL in order to more effectively exhibit the noise improvement effect. In order to obtain the impact force fluctuation suppression effect expected by the first arrangement 10, it is most effective that the edge GLa of the ground contact surface GL across the land portion 4 is parallel to the tire axial direction. However, in an actual tire, the edge GLa of the ground contact surface GL tends to be arc-shaped as shown in FIG. 7. Even in such a case, by setting the length D in the tire circumferential direction of the edge GLa of the ground contact surface GL to 20% or less of the length La in the tire circumferential direction of one of the lateral groove-like elements 7, the deviation in the grounding timing between the first edge e1 and the second edge e2 of the land portion 4 can be minimized as much as possible. This helps to further reduce the above-described impact force fluctuation and further improve the noise performance. In a particularly desirable embodiment, the length D in the tire circumferential direction of the edge GLa of the ground contact surface GL is 10% or less, more preferably 5% or less, of the length La in the tire circumferential direction of one of the lateral groove-like elements 7.

[0037] FIG. 8 shows still another embodiment. In this embodiment, a plurality of sets of the first arrangement 10 are formed on one land portion 4. Specifically, two sets, namely the first arrangement 10A and another first arrangement 10B, are formed. Also in such an embodiment, by reducing the pitch sound, the noise performance can be improved while improving the handling stability performance. In this embodiment, in the first arrangements 10A and 10B, the plurality of lateral groove-like elements 7 are arranged at a pitch equal to the length La (shown in FIG. 2) in the tire circumferential direction of each. Further, the plurality of first arrangements 10A and 10B are displaced from each other in the tire circumferential direction by 50% of the pitch. In such an embodiment, it helps to reduce the above-described impact force fluctuation and further improve the noise performance.

[0038] As described above, several embodiments of the present invention have been explained. However, the specific configurations shown in the embodiments and the drawings are for understanding the content of the present invention, and the present invention is not limited to the specific configurations shown. Further, in the above embodiments, the crown land portion 5 has been described as an example, but the groove-like element 7 may be formed on the shoulder land portion 6 instead of (or together with) the crown land portion 5.

Example

[0039] To confirm the effects of the present invention, a pneumatic radial tire for passenger cars with a tire size of 195 / 65R15 91H (mounting rim: 15×6.0, internal pressure: 230 kPa) based on the specifications in Table 1 was prepared, and its handling stability and noise performance were tested. Note that the first arrangement of the specifications in Table 1 was applied to all land portions. The internal structures of the tires were all the same. The test contents are as follows.

[0040] Noise performance test (in-vehicle evaluation): Test tires were mounted on all four wheels of a test vehicle (front-wheel drive vehicle with a displacement of 2000 cc). Then, the test vehicle was driven on a dry road surface at a speed of 40 to 100 km / h, and the maximum sound pressure of the noise at this time was measured. The result is an index with the sound pressure of the comparative example set to 100. The smaller the numerical value, the lower the driving noise (the lower the sound pressure), indicating excellent noise performance.

[0041] Handling stability test: Test tires were mounted on all four wheels of the above test vehicle. Then, the test vehicle was driven on an asphalt circuit, and its handling stability at that time was evaluated by the driver's senses. The result is a score with the comparative example set to 100. The larger the numerical value, the better the handling stability. The test results and the like are shown in Table 1.

[0042]

Table 1

[0043] As a result of the tests, it was confirmed that, compared with the comparative examples, the examples improved the handling stability without sacrificing the noise performance.

[0044] [Appendix] The present invention includes the following aspects.

[0045] [Invention 1] A tire having a tread portion, wherein the tread portion includes at least one land portion, the land portion includes a first edge extending in the tire circumferential direction and a second edge extending in the tire circumferential direction, a plurality of lateral groove-like elements are formed in the land portion, each of the plurality of lateral groove-like elements continuously extends from a first end located at the first edge to a second end located at the second edge, and is inclined with respect to the tire axial direction and the tire circumferential direction, the plurality of lateral groove-like elements are arranged in a first arrangement over one circumference of the tire, in the first arrangement, the second end of one lateral groove-like element is positioned at the same position in the tire circumferential direction as the first end of the lateral groove-like element adjacent thereto in the tire circumferential direction, each of the plurality of lateral groove-like elements includes a first portion on the side of the first end, a second portion on the side of the second end, and a third portion therebetween, the first portion, the second portion, and the third portion are all inclined in the same direction with respect to the tire circumferential direction, an angle θ3 of the third portion with respect to the tire circumferential direction is smaller than an angle θ1 of the first portion with respect to the tire circumferential direction and an angle θ2 of the second portion with respect to the tire circumferential direction, a length of the third portion is larger than a sum of a length of the first portion and a length of the second portion, a tire. [Invention 2] The tire according to Invention 1, wherein the lateral groove-like element is a sipe having a width of 2 mm or less. [Invention 3] The tire according to Invention 1, wherein the lateral groove-like element is a groove having a width larger than 2 mm. [The present invention 4] The tire according to any one of the first to third aspects of the present invention, wherein the width of the first portion and the width of the second portion are smaller than the width of the third portion. [The present invention 5] The tire according to any one of the first to fourth aspects of the present invention, wherein the angle θ1 and the angle θ2 are equal to each other. [The present invention 6] In the ground contact surface in the normal load-bearing state where the tire is mounted on a normal rim at a normal internal pressure and loaded with a normal load and is in contact with a plane with a camber angle of zero, the length in the tire circumferential direction of the edge of the ground contact surface crossing the land portion is 20% or less of the length in the tire circumferential direction of one of the transverse groove-like elements. The tire according to any one of the first to fifth aspects of the present invention. [The present invention 7] The tire according to any one of the first to sixth aspects of the present invention, wherein a plurality of sets of the first arrays are provided on the land portion. [The present invention 8] The angle θ3 of the third portion with respect to the tire circumferential direction is in the range of 20 to 50 degrees, The angles θ1 and θ2 of the first portion and the second portion with respect to the tire circumferential direction are each in the range of 60 degrees or more and less than 90 degrees. The tire according to any one of the first to seventh aspects of the present invention. [The present invention 9] The length L3 of the third portion is 1.2 times or more of the sum (L1 + L2) of the length L1 of the first portion and the length L2 of the second portion. The tire according to any one of the first to eighth aspects of the present invention. [The present invention 10] The length L3 of the third portion is 3.5 times or less of the sum (L1 + L2) of the length L1 of the first portion and the length L2 of the second portion. The tire according to any one of the first to ninth aspects of the present invention. [The present invention 11] The first portion includes a linearly extending portion, the second portion includes a linearly extending portion, and the third portion includes a linearly extending portion. The tire according to any one of the first to tenth aspects of the present invention. [The present invention 12] The tire according to Invention 11, wherein the first part, the second part, and the third part are directly connected to each other without an intervening arc portion therebetween. [Invention 13] The tire according to Invention 11, wherein the first part, the second part, and the third part are connected to each other with an intervening arc portion therebetween.

Explanation of Signs

[0046] 1 Tire 2 Tread portion 4 Land portion 7 Groove-shaped element 7A First end 7B Second end 10 First array 71 First part 72 Second part 73 Third part GL Edge of the ground contact surface e1 First edge e2 Second edge

Claims

1. A tire having a tread portion, wherein the tread portion includes at least one land portion, the land portion includes a first edge extending in the tire circumferential direction and a second edge extending in the tire circumferential direction, a plurality of lateral groove-like elements are formed in the land portion, each of the plurality of lateral groove-like elements continuously extends from a first end located at the first edge to a second end located at the second edge, and is inclined with respect to the tire axial direction and the tire circumferential direction, the plurality of lateral groove-like elements are arranged in a first arrangement over one circumference of the tire, in the first arrangement, the second end of one lateral groove-like element is positioned at the same position in the tire circumferential direction as the first end of the lateral groove-like element adjacent thereto in the tire circumferential direction, each of the plurality of lateral groove-like elements includes a first portion on the first end side, a second portion on the second end side, and a third portion therebetween, the first portion, the second portion, and the third portion are all inclined in the same direction with respect to the tire circumferential direction, an angle θ3 of the third portion with respect to the tire circumferential direction is smaller than an angle θ1 of the first portion with respect to the tire circumferential direction and an angle θ2 of the second portion with respect to the tire circumferential direction, a length of the third portion is larger than a sum of a length of the first portion and a length of the second portion, a plurality of sets of the first arrangement are provided in the land portion in which the plurality of lateral groove-like elements are formed, the plurality of sets consist of one first arrangement and the other first arrangement, the one first arrangement and the other first arrangement overlap in the tire circumferential direction, a tire.

2. The tire according to claim 1, wherein the lateral groove-like element is a sipe having a width of 2 mm or less.

3. The tire according to claim 1, wherein the lateral groove-like element is a groove having a width larger than 2 mm.

4. The tire according to any one of claims 1 to 3, wherein a width of the first portion and a width of the second portion are smaller than a width of the third portion.

5. The tire according to any one of claims 1 to 3, wherein the angle θ1 and the angle θ2 are equal to each other.

6. In the ground contact surface in the normal load application state where the tire is mounted on a normal rim at a normal internal pressure, and a normal load is applied to make contact with a flat surface with a camber angle of zero, the length in the tire circumferential direction of the edge of the ground contact surface crossing the land portion is 20% or less of the length in the tire circumferential direction of one of the transverse groove-like elements. The tire according to any one of claims 1 to 3.

7. The angle θ3 of the third portion with respect to the tire circumferential direction is in the range of 20 to 50 degrees. The angles θ1 and θ2 of the first portion and the second portion with respect to the tire circumferential direction are each in the range of 60 degrees or more and less than 90 degrees. The tire according to any one of claims 1 to 3.

8. The length L3 of the third portion is 1.2 times or more of the sum (L1 + L2) of the length L1 of the first portion and the length L2 of the second portion. The tire according to any one of claims 1 to 3.

9. The length L3 of the third portion is 3.5 times or less of the sum (L1 + L2) of the length L1 of the first portion and the length L2 of the second portion. The tire according to claim 8.

10. The first portion includes a linearly extending portion, the second portion includes a linearly extending portion, and the third portion includes a linearly extending portion. The tire according to any one of claims 1 to 3.

11. The first portion, the second portion, and the third portion are directly connected to each other without an arc portion intervening therebetween. The tire according to claim 10.

12. The first portion, the second portion, and the third portion are connected to each other with an arc portion intervening therebetween. The tire according to claim 10.

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