pneumatic tires

Abstract

To provide a pneumatic tire, which can be improved in appearance performance while maintaining traction performance.SOLUTION: In a pneumatic tire 1, a protector 10 is formed in a first buttress part 4A. The protector 10 includes a top surface 11 pointing to outside in a tire axial direction and a side wall surface 12 extending from an edge 13 of the top surface 11 to inside in the tire axial direction. The side wall surface 12 includes an outward part 15 pointing to outside in a tire radial direction, an inward part 16 pointing to inside in the tire radial direction, and a circumferential part 17 pointing in a tire circumferential direction. Angles of the outward part 15, the inward part 16 and the circumferential part 17 with respect to a normal line (n) of the top surface 11 are different from one another.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to pneumatic tires. [Background technology]

[0002] Patent Document 1 below describes a pneumatic tire in which a plurality of blocks are defined by main grooves arranged in the shoulder regions of the tread and lug grooves extending from the main grooves to the sidewalls, and each block has a raised portion formed on the outer side in the tire width direction so as to protrude into the lug groove. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6065033 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, there has been a demand for improving the appearance of pneumatic tires by increasing the visibility of the raised portions while maintaining traction performance on rough terrain such as muddy roads.

[0005] The present disclosure has been devised in view of the above problems, and has as its main object to provide a pneumatic tire that can improve appearance performance while maintaining traction performance. [Means for solving the problem]

[0006] The present disclosure relates to a pneumatic tire including a first buttress portion extending radially inward from a first tread edge, wherein a protector is formed in the first buttress portion and protruding axially outward, and wherein the protector includes a top surface facing axially outward, and a sidewall surface extending axially inward from the edge of the top surface, and wherein the sidewall surface includes an outward portion facing radially outward, an inward portion facing radially inward, and a circumferential portion facing circumferentially around the tire, and wherein the outward portion, the inward portion, and the circumferential portion are at different angles relative to a normal to the top surface. [Effects of the Invention]

[0007] By employing the above configuration, the pneumatic tire of the present disclosure can improve appearance performance while maintaining traction performance. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a tire meridian cross-sectional view showing an embodiment of a pneumatic tire of the present disclosure. [Figure 2] FIG. 2 is a perspective view of a first buttress portion. [Figure 3] FIG. 2 is a front view of the first buttress portion. [Figure 4] 4A is a cross-sectional view taken along line AA in FIG. 3, (b) is a cross-sectional view taken along line BB in FIG. 3, and (c) is a cross-sectional view taken along line CC in FIG. [Figure 5] FIG. 2 is a front view of the first buttress portion. [Figure 6] FIG. 2 is a front view of the first buttress portion. [Figure 7] FIG. 2 is a front view of the first buttress portion. [Figure 8] FIG. 10 is a front view of a first buttress portion of another embodiment. [Figure 9] FIG. 10(a) is a front view of a first buttress portion of still another embodiment, and FIG. 10(b) is a cross-sectional view taken along line DD of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a tire meridian cross-sectional view including the tire rotation axis (not shown) of a pneumatic tire (hereinafter sometimes simply referred to as "tire") 1 of this embodiment in a normal state. FIG. 1 shows a tire 1 that is mounted on a 4WD vehicle or the like and that can travel on rough terrain such as muddy ground, as a preferred embodiment. However, the present disclosure can also be applied to tires 1 for light trucks and heavy load vehicles.

[0010] The "normal state" refers to a state in which the tire 1 is mounted on a normal rim (not shown), inflated to a normal internal pressure, and no load is applied. In this specification, unless otherwise specified, the dimensions of each part of the tire 1 are values ​​measured in this normal state.

[0011] A "genuine rim" is a rim that is defined for each tire by a standard system that includes the standard on which tire 1 is based, such as a "standard rim" for JATMA, a "design rim" for TRA, or a "measuring rim" for ETRTO.

[0012] "Normal internal pressure" is the air pressure specified for each tire by each standard in the standard system, including the standard on which tire 1 is based. In the case of JATMA, it is the "maximum air pressure," in the case of TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS SAT VARIOUSCOLD INFLATION PRESSURES," and in the case of ETRTO, it is the "INFLATION PRESSURE."

[0013] The tire 1 of this embodiment contains ties and other components such as a carcass 6 and a belt layer 7. Known embodiments are appropriately adopted for these tire components.

[0014] In this embodiment, the tire 1 includes a first buttress portion 4A extending radially inward from the first tread edge To. The tire 1 also includes, for example, a second buttress portion 4B extending radially inward from the second tread edge Ti. The second buttress portion 4B is formed in the same manner as the first buttress portion 4A, and therefore a description thereof will be omitted. Note that the second buttress portion 4B may be formed in a manner different from that of the first buttress portion 4A.

[0015] The first tread edge To and the second tread edge Ti are defined as the outermost contact points in the tire axial direction when a normal load is applied to the tire 1 in a normal state and the tire is brought into contact with the ground on a flat surface with a camber angle of 0 degrees. A tread portion 2 is formed between the first tread edge To and the second tread edge Ti. The distance in the tire axial direction between the first tread edge To and the second tread edge Ti is the tread width TW.

[0016] The "normal load" is the load specified for each tire by the standard, and is the maximum load capacity in the case of JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the case of TRA, and "LOAD CAPACITY" in the case of ETRTO.

[0017] Fig. 2 is a perspective view of the first buttress portion 4A. As shown in Fig. 2, the first buttress portion 4A of this embodiment is formed with a plurality of protectors 10 that protrude axially outward of the tire. The protectors 10 improve traction performance by coming into contact with the road surface on muddy ground or the like.

[0018] Fig. 3 is a plan view of the protector 10, with the first buttress portion 4A viewed from the front. As shown in Figs. 2 and 3, the protector 10 includes a top surface 11 facing outward in the tire axial direction, and a sidewall surface 12 extending axially inward from an edge 13 of the top surface 11. The sidewall surface 12 rises, for example, from the outer surface 4s of the first buttress portion 4A. In this specification, the outer surface 4s means a surface that, in a normal state, extends smoothly except for localized irregularities including raised marks such as emblems and textured patterns.

[0019] The side wall surface 12 includes an outward portion 15 facing outward in the tire radial direction, an inward portion 16 facing inward in the tire radial direction, and a circumferential portion 17 facing in the tire circumferential direction. Note that, in a front view of the first buttress portion 4A, the protector 10 is not limited to the shape shown in the drawing, and various shapes can be adopted.

[0020] 4(a) is a cross-sectional view taken along line AA in FIG. 3. FIG. 4(a) shows a cross-section of the outward portion 15 taken along a direction perpendicular to the longitudinal direction. FIG. 4(b) is a cross-sectional view taken along line BB in FIG. 3. FIG. 4(b) shows a cross-section of the inward portion 16 taken along a direction perpendicular to the longitudinal direction. FIG. 4(c) is a cross-sectional view taken along line CC in FIG. 3. FIG. 4(c) shows a cross-section of the circumferential portion 17 taken along a direction perpendicular to the longitudinal direction. As shown in FIGS. 4(a) to 4(c), the outward portion 15, the inward portion 16, and the circumferential portion 17 have different angles relative to the normal n of the top surface 11. As a result, when viewed from the front of the first buttress portion 4A, the outward portion 15, the inward portion 16, and the circumferential portion 17 appear to have different protruding heights, which increases the visibility of the protector 10 and improves its appearance. The outward portion 15 is, for example, located further outward in the tire radial direction than the inward portion 16 .

[0021] The outward portion 15 is inclined radially inward toward the outside in the tire axial direction, for example. The inward portion 16 is inclined radially outward toward the outside in the tire axial direction, for example. The circumferential portion 17 is inclined axially outward toward the tire circumferential direction and toward the center of the top surface 11, for example. In other words, the sidewall surface 12 is inclined axially inward toward the outside of the top surface 11, for example.

[0022] FIG. 5 is a front view of the first buttress portion 4A. As shown in FIG. 5, the outward portion 15, the inward portion 16, and the circumferential portion 17 are defined as follows. The outward portion 15 is a portion of the edge 13 where the angle α1 between the tire radial line N1 passing through an imaginary line X1 connecting both longitudinal ends 13e, 13e of the linearly extending edge 13a and the imaginary line X1 is greater than 45 degrees and where the portion faces outward in the tire radial direction. The inward portion 16 is a portion of the edge 13 where the angle α1 is greater than 45 degrees and where the portion faces inward in the tire radial direction. The circumferential portion 17 is a portion of the edge 13 where the angle α1 is 45 degrees or less. The angle α1 is 90 degrees or less. FIG. 5 shows the outward portion 15 and the circumferential portion 17 as an example.

[0023] As shown in FIG. 4, the angle θi of the inward portion 16 relative to the normal n is preferably smaller than the angle θc of the circumferential portion 17 relative to the normal n. As shown in FIG. 3, when the inward portion 16 is positioned so that it faces vertically downward, the inward portion 16 is a region where light irradiation is relatively weak. Therefore, by making the angle θi of the inward portion 16 smaller than the angle θc of the circumferential portion 17, the shadow of the inward portion 16 becomes larger, and the difference in apparent protrusion height between the inward portion 16 and the circumferential portion 17 becomes clearer, thereby improving appearance. Furthermore, because the θc of the circumferential portion 17 is larger than the angle θi of the inward portion 16, the rigidity of the circumferential portion 17, which is subjected to large pressure from mud, is ensured, thereby improving traction performance and cut resistance.

[0024] If the angle θc of the circumferential portion 17 is excessively larger than the angle θi of the inward portion 16, the circumferential shear force of the circumferential portion 17 against mud may be reduced. Furthermore, if the angle θi of the inward portion 16 is excessively small, the tire mass changes significantly in the radial direction of the tire at the inward portion 16, which may result in poor tire uniformity and reduced noise and vibration performance (hereinafter referred to as "NV performance"). Furthermore, if the difference (θc - θi) between the angle θi of the inward portion 16 and the angle θc of the circumferential portion 17 is excessively small, the apparent difference in protrusion height between the two portions may be reduced, which may result in a poor appearance. From this perspective, the difference (θc - θi) between the angle θi of the inward portion 16 and the angle θc of the circumferential portion 17 is preferably 10 degrees or more, more preferably 15 degrees or more, more preferably 25 degrees or less, and even more preferably 20 degrees or less.

[0025] The angle θc of the circumferential portion 17 is preferably smaller than the angle θo of the outward portion 15 relative to the normal n. This increases the shear force of the circumferential portion 17 against mud. Furthermore, as shown in FIG. 3 , when the tire 1 is positioned so that the outward portion 15 faces vertically upward, the outward portion 15 is a region that is relatively highly irradiated with light. Therefore, by making the angle θo of the outward portion 15 larger than the angle θc of the circumferential portion 17, the outward portion 15 reflects more light, making the difference in apparent height between the outward portion 15 and the circumferential portion 17, and between the outward portion 15 and the inward portion 16, more distinct, thereby improving appearance. If the angle θo of the outward portion 15 is excessively larger than the angle θc of the circumferential portion 17, the vertical shear force of the outward portion 15 decreases, which may result in reduced traction performance. In order to effectively exert this effect, the difference (θo-θc) between the angle θc of the circumferential portion 17 and the angle θo of the outward portion 15 is preferably 10 degrees or more, more preferably 15 degrees or more, and is preferably 25 degrees or less, and even more preferably 20 degrees or less.

[0026] If the area of ​​the top surface 11 is unchanged, if the angles θo, θi, and θc of the portions 15 to 17 are large, the tire mass will increase. Furthermore, the rubber volume of the protector 10 will be large, increasing the amount of heat generated and potentially deteriorating rolling resistance. To effectively achieve these and other effects, the angle θi of the inward portion 16 is preferably 0 degrees or greater, more preferably 5 degrees or greater, and preferably 35 degrees or less, and more preferably 25 degrees or less. The angle θc of the circumferential portion 17 is preferably 5 degrees or greater, more preferably 15 degrees or greater, and preferably 45 degrees or less, and more preferably 35 degrees or less. Furthermore, the angle θo of the outward portion 15 is preferably 15 degrees or greater, more preferably 25 degrees or greater, and preferably 60 degrees or less, and more preferably 50 degrees or less. This improves appearance while maintaining traction performance. Furthermore, such a tire 1 has excellent cut resistance, rolling resistance, and NV performance, while suppressing an increase in tire mass.

[0027] As shown in Figs. 1 and 2, the tread portion 2 includes, for example, a shoulder land portion 8 that forms a first tread edge To. In this embodiment, the shoulder land portion 8 is divided into a plurality of shoulder blocks 8R by a plurality of shoulder lateral grooves 9 that extend axially inward and outward from the first tread edge To. The shoulder blocks 8R include, for example, block wall surfaces 8a that extend radially inward from the first tread edge To. In other words, the block wall surfaces 8a are formed in the first buttress portion 4A.

[0028] In this embodiment, the first buttress portion 4A includes a groove portion 19 that is connected to the inner end of the block wall surface 8a in the tire radial direction and is recessed inward in the tire axial direction. The groove portion 19 extends continuously in the tire circumferential direction, for example. Note that the groove portion 19 is not limited to this embodiment, and may be formed in multiple portions in the tire circumferential direction with one or more discontinuous portions (not shown). Furthermore, the tire 1 of the present disclosure is not limited to one that includes the groove portion 19.

[0029] As shown in FIG. 5 , the block wall surface 8a of the shoulder block 8R is connected to the protector 10 via, for example, a groove portion 19. More specifically, the block wall surface 8a has a pair of block edges 20, 20 connecting the first tread edge To and the groove portion 19. The radially inner end 20e of each block edge 20 is located at the same position in the tire circumferential direction as the radially outer end 17i of the circumferential portion 17 connected to the groove portion 19. This increases the apparent shear force due to the shear force of the circumferential portion 17 and the shear force of the block edge 20, further improving traction performance. The phrase "located at the same position in the tire circumferential direction" refers not only to a case where the circumferential distance La between the inner end 20e and the outer end 17i is 0 mm, but also to a case where the distance La is 5 mm or less.

[0030] In this embodiment, the maximum width W1 of the protector 10 in the tire circumferential direction is preferably 10% or more of the tread width TW, more preferably 14% or more, more preferably 25% or less, and even more preferably 20% or less. For example, the maximum length L1 of the protector 10 in the tire radial direction is preferably 12% or more of the tire cross-sectional height Ha (shown in FIG. 1), more preferably 16% or more, more preferably 30% or less, and even more preferably 25% or less. The protrusion height H1 (shown in FIG. 1) of the protector 10 is preferably 1.5 mm or more, more preferably 2.0 mm or more, and preferably 6.0 mm or less, and even more preferably 5.5 mm or less.

[0031] Fig. 6 is a front view of the first buttress portion 4A of this embodiment. As shown in Fig. 6, the protector 10 includes, for example, an outer portion 10s and an inner portion 10u located radially inward of the outer portion 10s. The outer portion 10s and the inner portion 10u are separated by a circumferential line Y that passes through the outer end 15e of the outward portion 15 in the radial direction of the tire. In this embodiment, the outer portion 10s is connected to the groove portion 19.

[0032] The maximum width Ws of the outer portion 10s in the tire circumferential direction is smaller than the maximum width Wu of the inner portion 10u in the tire circumferential direction. This reduces the tire mass distribution at the outer side in the tire radial direction compared to when the maximum width Ws of the outer portion 10s is larger than the maximum width Wu of the inner portion 10u, thereby improving the NV performance. This protector 10 has excellent appearance performance.

[0033] The first buttress portion 4A is provided with a recessed portion K that is surrounded by an inner portion 10u and an outer portion 10s. Such a recessed portion K increases shear force in the tire circumferential direction and the tire radial direction, thereby improving traction performance.

[0034] In a front view of the first buttress portion 4A, in this embodiment, the protector 10 includes an L-shaped first protector 10A protruding toward the first tire circumferential direction F, and an inverted L-shaped second protector 10B protruding toward the opposite side of the first tire circumferential direction F.

[0035] In this embodiment, the first protector 10A includes one outward portion 15, two inward portions 16, and three circumferential portions 17. The two inward portions 16 include a first inward portion 16A that slopes outward in the tire radial direction toward the first tire circumferential direction F, and a second inward portion 16B that slopes inward in the tire radial direction toward the first tire circumferential direction F. The three circumferential portions 17 include a first circumferential portion 17A that connects the groove-shaped portion 19 and the second inward portion 16B, a second circumferential portion 17B that connects the groove-shaped portion 19 and the outward portion 15, and a third circumferential portion 17C that connects the first inward portion 16A and the outward portion 15. In this embodiment, the outward portion 15 slopes inward in the tire radial direction toward the first tire circumferential direction F.

[0036] The second protector 10B includes one outward portion 15, one inward portion 16, and three circumferential portions 17. The three circumferential portions 17 include a fourth circumferential portion 17D adjacent to the first circumferential portion 17A in the tire circumferential direction, a fifth circumferential portion 17E connecting the groove portion 19 and the outward portion 15, and a sixth circumferential portion 17F connecting the outward portion 15 and the inward portion 16. In this embodiment, the outward portion 15 and the inward portion 16 are inclined radially outward in the tire direction toward the first tire circumferential direction F side.

[0037] Additionally, tie bars 21 are provided in the first buttress portion 4A, connecting the first protector 10A and the second protector 10B. In this embodiment, the tie bars 21 protrude outward in the tire axial direction to a protruding height smaller than that of the protectors 10. Such tie bars 21 increase the circumferential rigidity of the first protector 10A and the second protector 10B, and increase the cut resistance of the first buttress portion 4A as well as chipping resistance of the protectors 10. Furthermore, the tie bars 21 suppress deformation of the first protector 10A and the second protector 10B, thereby increasing shear force in the circumferential direction of the tire and improving traction performance.

[0038] In this embodiment, the tie bar 21 connects the first circumferential portion 17A and the fourth circumferential portion 17D. The tie bar 21 is connected to, for example, an inner end 17j of the first circumferential portion 17A in the tire radial direction.

[0039] FIG. 7 is a front view of the first buttress portion 4A. FIG. 7 shows the edge 13 of the top surface 11 and the inner edge 14, which is located axially innermost on the sidewall surface 12. The edge 13 of the top surface 11 is the outer edge of the sidewall surface 12 in the axial direction. The inner edge 14 is the boundary between the outer surface 4s and the sidewall surface 12. As shown in FIG. 7, the width Wa of the outward portion 15 in a direction perpendicular to the longitudinal direction is desirably larger than the width Wb of the inward portion 16 in a direction perpendicular to the longitudinal direction. This increases the rigidity of the outward portion 15, which is relatively likely to come into contact with mud, improving cut resistance. It also reduces the tire mass of the inward portion 16, which is relatively less likely to come into contact with mud. Furthermore, because the width Wa of the outward portion 15 and the width Wb of the inward portion 16 are different, the visibility of the protector 10 is improved.

[0040] In order to effectively exert such an effect, it is desirable that the width Wc of the circumferential portion 17 in the direction perpendicular to the longitudinal direction be different from the width Wa of the outward portion 15. It is also desirable that the width Wc of the circumferential portion 17 in the direction perpendicular to the longitudinal direction be different from the width Wb of the inward portion 16.

[0041] Figure 8 is a front view of a first buttress portion 4A of another embodiment. The same components as those of the first buttress portion 4A of the present embodiment are designated by the same reference numerals, and their description may be omitted. As shown in Figure 8, the first buttress portion 4A of this embodiment is provided with a protector 10.

[0042] In this embodiment, the protector 10 includes a third protector 10C having an inverted L-shape that protrudes opposite the first tire circumferential direction F, and a fourth protector 10D having a smaller area of ​​the top surface 11 than the third protector 10C and also having an inverted L-shape that protrudes opposite the first tire circumferential direction F.

[0043] In this embodiment, the third protector 10C, like the second protector 10B, includes one outward portion 15, one inward portion 16, and three circumferential portions 17. In this embodiment, the fourth protector 10D includes one inward portion 16 and three circumferential portions 17. The three circumferential portions 17 of the fourth protector 10D consist of a pair of outer circumferential portions 17G, 17G extending from the groove portion 19, and an inner circumferential portion 17H connecting the inner end i in the tire radial direction of the outer circumferential portion 17G adjacent to the third protector 10C in the tire circumferential direction and the inward portion 16. The inner circumferential portion 17H is, for example, more gently inclined than the outer circumferential portion 17G. In such a fourth protector 10D, the angles θi and θc of the inward portion 16 and the circumferential portion 17 relative to the normal n of the top surface 11 are also defined as in this embodiment.

[0044] FIG. 9(a) is a front view of a first buttress portion 4A of yet another embodiment. FIG. 9(b) is a cross-sectional view taken along line DD in FIG. 9(a). The same components as those of the first buttress portion 4A of this embodiment are designated by the same reference numerals, and their description may be omitted. As shown in FIGS. 9(a) and 9(b), the top surface 11 of this embodiment is provided with a edging portion 25 extending along the edge 13 of the top surface 11. In this embodiment, the edging portion 25 is disposed at a position spaced apart from the edge 13 toward the inside of the top surface 11. The edging portion 25 may also be provided on the edge 13 (not shown). The edging portion 25 is, for example, a protruding body 25a that protrudes outward in the tire axial direction. Such a edging portion 25 adds variation to the visibility of the protector 10, improving its appearance.

[0045] The edging portion 25 extends, for example, along the edge 13 that forms the inward portion 16 and the edge 13 that forms the circumferential portion 17. In this embodiment, the edging portion 25 is disposed radially inward of the radially outer end 15e of the outward portion 15. The edging portion 25 is provided, for example, on each of the protectors 10.

[0046] The cross section of the protruding body 25a is arc-shaped, which allows the above-mentioned action to be exerted effectively. It is desirable that the protruding body 25a has an arc-shaped shape with a radius r of 0.2 to 2 mm.

[0047] Although particularly preferred embodiments of the present disclosure have been described in detail above, the present disclosure is not limited to the illustrated embodiments and can be modified and implemented in various forms. [Example]

[0048] Tires were manufactured with the basic structure shown in Figure 1 and the first buttress portion shown in Figure 2, and their appearance, traction, cut resistance, tire mass, tire mass, and NV performance were evaluated. The test methods and common specifications are as follows: Tire size: 265 / 70R18 Rim: 18 x 7.5J Internal pressure: 250kPa

[0049] <Appearance performance> Ten test drivers evaluated the aesthetics of the first buttress section and the visibility of the protector through a sensory evaluation. The results were scored on a 20-point scale with 20 being the perfect score, and the average score of the 10 test drivers was shown. The higher the score, the better the appearance performance.

[0050] <Traction performance and NV performance> Each test tire was mounted on all wheels of a 3500cc four-wheel drive vehicle. A test driver then drove the vehicle on a test course. Traction performance was evaluated by the test driver's sense of driving characteristics related to the smoothness of acceleration when driving on muddy roads. NV performance was evaluated by the test driver's sense of the level of noise generated by the tire when driving on dry asphalt. All results were expressed on a 20-point scale with 20 being the maximum score. The higher the score, the better the traction performance or NV performance.

[0051] <Cut resistance> Using the above vehicle, a test driver drove approximately 1,500 km over rocky roads containing rocks and rubble, and then sensory evaluation of cut resistance was performed based on the depth and length of cuts that appeared on the outer surface of the buttress. The results are shown on a 20-point scale, with 20 being the maximum score. The higher the number, the smaller the cuts and the better the cut resistance.

[0052] <Tire mass> The mass of the protector of each test tire was measured. The results are shown as an index where the reciprocal of the mass (kg) of Example 1 is 20. The larger the angles θi, θo, and θo, the smaller the top surface area and the smaller the tire mass. The larger the value, the smaller and better the mass. Note that tires with a smaller mass have better rolling resistance performance. The test results are shown in Table 1. The overall score is the sum of the individual test results. A score of 85 or above is considered a pass.

[0053] [Table 1]

[0054] As a result of the test, it was confirmed that the tires of the examples had improved cut resistance and mud performance compared to the conventional tires. It was also confirmed that the increase in tire mass was suppressed for the tires of the examples.

[0055] [Note] The present disclosure includes the following aspects.

[0056] [Disclosure 1] A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an outward portion facing outward in the tire radial direction, an inward portion facing inward in the tire radial direction, and a circumferential portion facing in the tire circumferential direction, The outward portion, the inward portion, and the circumferential portion have angles different from one another with respect to the normal to the top surface. Pneumatic tires. [Disclosure 2] A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an inward portion facing inward in the tire radial direction and a circumferential portion facing in the tire circumferential direction, The inward portion and the circumferential portion have different angles with respect to the normal to the top surface. Pneumatic tires. [Disclosure 3] The pneumatic tire according to Disclosure 1 or 2, wherein an angle θi of the inward portion relative to the normal line is smaller than an angle θc of the circumferential portion relative to the normal line. [Disclosure 4] The pneumatic tire according to Disclosure 3, wherein a difference (θc−θi) between an angle θi of the inward portion relative to the normal line and an angle θc of the circumferential portion relative to the normal line is 10 to 25 degrees. [Disclosure 5] The angle θi of the inward portion with respect to the normal line is 35 degrees or less, The pneumatic tire according to any one of Disclosures 1 to 4, wherein the angle θc of the circumferential portion with respect to the normal line is 5 to 45 degrees. [Disclosure 6] The pneumatic tire according to Disclosure 1, wherein an angle θc of the circumferential portion relative to the normal line is smaller than an angle θo of the outwardly directed portion relative to the normal line. [Disclosure 7] The pneumatic tire according to Disclosure 6, wherein the difference (θo−θc) between the angle θc of the circumferential portion relative to the normal line and the angle θo of the outwardly directed portion relative to the normal line is 10 to 25 degrees. [Disclosure 8] The pneumatic tire according to Disclosure 6 or 7, wherein the angle θo of the outward facing portion with respect to the normal line is 15 to 60 degrees. [Disclosure 9] the protector includes an outer portion and an inner portion located radially inward of the outer portion, The pneumatic tire according to any one of Disclosures 1 to 8, wherein the maximum length in the tire circumferential direction of the outer portion is smaller than the maximum length in the tire circumferential direction of the inner portion. [Disclosure 10] The pneumatic tire according to any one of Disclosures 1 to 9, wherein the top surface is provided with a edging portion extending along the edge of the top surface. [Disclosure 11] The pneumatic tire described in Disclosure 10, wherein the edging portion extends along the edge forming the inward portion and the edge forming the circumferential portion. [Disclosure 12] The pneumatic tire according to Disclosure 10 or 11, wherein the edging portion is a protruding body that is convex outward in the tire axial direction. [Disclosure 13] The pneumatic tire according to Disclosure 12, wherein the cross section of the protrusion is an arc with a radius of 0.2 to 2 mm. [Explanation of symbols]

[0057] 1 pneumatic tire 4A First Buttress Section 10 Protector 11 Top surface 12 Side wall 13. Fate 15 Extroversion 16 Introvert 17 Circumferential section n normal

Claims

1. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an outward portion facing outward in the tire radial direction, an inward portion facing inward in the tire radial direction, and a circumferential portion facing in the tire circumferential direction, the outward portion, the inward portion, and the circumferential portion have angles different from one another with respect to a normal to the top surface, When viewed from the front of the first buttress portion, the protector has an L-shape protruding toward the first tire circumferential direction side or an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, an angle θi of the inward portion with respect to the normal line is smaller than an angle θc of the circumferential portion with respect to the normal line; The difference (θc−θi) between the angle θi of the inward portion relative to the normal line and the angle θc of the circumferential portion relative to the normal line is 10 to 25 degrees. Pneumatic tires.

2. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an outward portion facing outward in the tire radial direction, an inward portion facing inward in the tire radial direction, and a circumferential portion facing in the tire circumferential direction, the outward portion, the inward portion, and the circumferential portion have angles different from one another with respect to a normal to the top surface, When viewed from the front of the first buttress portion, the protector has an L-shape protruding toward the first tire circumferential direction side or an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, The angle θi of the inward portion with respect to the normal line is 35 degrees or less, The angle θc of the circumferential portion relative to the normal line is 5 to 45 degrees. Pneumatic tires.

3. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an outward portion facing outward in the tire radial direction, an inward portion facing inward in the tire radial direction, and a circumferential portion facing in the tire circumferential direction, the outward portion, the inward portion, and the circumferential portion have angles different from one another with respect to a normal to the top surface, When viewed from the front of the first buttress portion, the protector has an L-shape protruding toward the first tire circumferential direction side or an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, an angle θc of the circumferential portion with respect to the normal line being smaller than an angle θo of the outward portion with respect to the normal line; The difference (θo-θc) between the angle θc of the circumferential portion with respect to the normal line and the angle θo of the outward portion with respect to the normal line is 10 to 25 degrees. Pneumatic tires.

4. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an outward portion facing outward in the tire radial direction, an inward portion facing inward in the tire radial direction, and a circumferential portion facing in the tire circumferential direction, the outward portion, the inward portion, and the circumferential portion have angles different from one another with respect to a normal to the top surface, When viewed from the front of the first buttress portion, the protector has an L-shape protruding toward the first tire circumferential direction side or an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, an angle θc of the circumferential portion with respect to the normal line being smaller than an angle θo of the outward portion with respect to the normal line; The angle θo of the outward portion with respect to the normal line is 15 to 60 degrees. Pneumatic tires.

5. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an inward portion facing inward in the tire radial direction and a circumferential portion facing in the tire circumferential direction, the inward portion and the circumferential portion have different angles with respect to the normal to the top surface, When viewed from the front of the first buttress portion, the protector has an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, an angle θi of the inward portion with respect to the normal line is smaller than an angle θc of the circumferential portion with respect to the normal line; The difference (θc−θi) between the angle θi of the inward portion relative to the normal line and the angle θc of the circumferential portion relative to the normal line is 10 to 25 degrees. Pneumatic tires.

6. A pneumatic tire, a first buttress portion extending radially inward from the first tread edge, a protector protruding axially outward from the first buttress portion is formed, the protector includes a top surface facing outward in the tire axial direction and a sidewall surface extending from an edge of the top surface toward the inside in the tire axial direction, the sidewall surface includes an inward portion facing inward in the tire radial direction and a circumferential portion facing in the tire circumferential direction, the inward portion and the circumferential portion have different angles with respect to the normal to the top surface, When viewed from the front of the first buttress portion, the protector has an inverted L-shape protruding toward the opposite side from the first tire circumferential direction, The angle θi of the inward portion with respect to the normal line is 35 degrees or less, The angle θc of the circumferential portion relative to the normal line is 5 to 45 degrees. Pneumatic tires.

7. The protector includes an outer portion and an inner portion located radially inward of the outer portion, The pneumatic tire according to claim 1 , wherein a maximum width in the tire circumferential direction of the outer portion is smaller than a maximum width in the tire circumferential direction of the inner portion.

8. A pneumatic tire as described in any one of claims 1 to 7, wherein the top surface is provided with a edging portion extending along the edge of the top surface.

9. A pneumatic tire as described in claim 8, wherein the edging portion extends along the edge forming the inward portion and the edge forming the circumferential portion.

10. A pneumatic tire as described in claim 8 or 9, wherein the edging portion is a protrusion that is convex outward in the tire axial direction.

11. A pneumatic tire as described in Claim 10, wherein the cross section of the protrusion is an arc having a radius of 0.2 to 2 mm.

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