Patent Description:
The present invention relates to a pneumatic tyre.

<CIT> discloses a pneumatic tyre with a tread portion having a plurality of blocks which is divided by a main groove arranged in the shoulder region of the tread portion and lug grooves reaching the sidewall portion from the main groove. A raised portion formed so as to protrude into one of the lug grooves is provided on the outer side of each block in the tyre width direction.

<CIT> discloses a tire with sidewall protection. The sidewall protection has inclined side surfaces, wherein the inclined side surfaces of the tire advantageously have the same outward angled slope in all directions. In another embodiment, the inclined side surfaces in the circumferential direction may have a smaller outward angled slope than the inclined side surfaces in the radial direction. Furthermore, <CIT> discloses a tire having projections, the side surface of the projections consisting of an outer surface facing radially outward, an inner surface facing radially inward, and circumferential surfaces. Each inner surface has a pair of circumferential end portions arranged on both end sides in the circumferential direction of the tire and a middle portion arranged between the end portions, the middle portion being connected to a base portion at a steeper angle than the end portions. The outer surface has a uniform inclination angle with regard to the base portion throughout its length.

In recent years, it has been required to improve the visibility of protectors and improve the appearance performance of the pneumatic tyre while maintaining the traction performance on rough terrain such as muddy road surfaces.

The present invention has been made in view of the above circumstances and has a major object to provide a pneumatic tyre capable of improving appearance performance while maintaining traction performance.

The present invention is defined by independent claim <NUM>.

Hereinafter, one or more embodiments of the present invention will be described with reference to the drawings.

<FIG> is a tyre meridian cross-sectional view including the tyre axis illustrating an embodiment of a pneumatic tyre (hereafter, may be simply referred to as "tyre") <NUM> under a normal state. <FIG> illustrates, as a preferred embodiment, a pneumatic tyre to be mounted on 4WD vehicles or the like that enable driving on rough terrain. Alternatively, the present invention can be applied to tyres <NUM> including those for light trucks and heavy loads.

As used herein, the "normal state" is such that the tyre <NUM> is mounted onto a standard wheel rim (not illustrated) with a standard pressure but loaded with no tyre load. As used herein, unless otherwise noted, dimensions of portions of the tyre <NUM> are values measured under the normal state.

As used herein, the "standard pressure" is a standard pressure officially approved for each tyre by standards organizations on which the tyre is based, wherein the standard pressure is the "maximum air pressure" in JATMA, the maximum pressure given in the "Tyre Load Limits at Various Cold Inflation Pressures" table in TRA, and the "Inflation Pressure" in ETRTO, for example.

In the present embodiment, the tyre <NUM> includes some tyre components such as a carcass <NUM>, a belt layer and the like. Known members are appropriately adopted for these tyre components.

In the present embodiment, the tyre <NUM> includes a tread portion <NUM> having a first tread edge To, and a first buttress portion 4A extending inwardly in the tyre radial direction from the first tread edge To. Further, the tyre <NUM>, for example, includes a second tread edge Ti and a second buttress portion 4B extending inwardly in the tyre radial direction from the second tread edge Ti. In the present embodiment, the second buttress portion 4B is formed in the same manner as the first buttress portion 4A, so the explanation thereof is omitted herein. Alternatively, the second buttress portion 4B may be formed in a different manner from the first buttress portion 4A.

The first tread edge To and the second tread edge Ti are the axial outermost edges of the ground contacting patch of the tyre <NUM> which occurs under the condition such that the tyre <NUM> under the normal state is grounded on a plane with a standard tyre load at zero camber angles. The tread portion <NUM> is formed between the first tread edge To and the second tread edge Ti. The distance in the tyre axial direction between the first tread edge To and the second tread edge Ti is the tread width TW.

As used herein, the "standard tyre load" is a tyre load officially approved for each tyre by the standards organization in which the tyre is based, wherein the standard tyre load is the "maximum load capacity" in JATMA, the maximum value given in the above-mentioned table in TRA, and the "Load Capacity" in ETRTO, for example.

<FIG> is a perspective view of the first buttress portion 4A. As illustrated in <FIG>, the first buttress portion 4A according to the present embodiment is provided with a plurality of protectors <NUM> protruding outwardly in the tyre axial direction. The protectors <NUM> can enhance traction performance by coming into contact with muddy road surface and the like.

<FIG> is a front view of the first buttress portion 4A. As illustrated in <FIG> and <FIG>, each protector <NUM> includes a top surface <NUM> facing outwardly in the tyre axial direction and a side surface <NUM> extending inwardly in the tyre axial direction from an edge <NUM> of the top surface <NUM>. The side surface <NUM>, for example, protrudes from an outer surface <NUM> of the first buttress portion 4A. As used herein, the outer surface <NUM> means a surface that extends smoothly on the first buttress portion 4A excluding localized unevenness including embossed marks such as marks and uneven patterns in the normal state.

The side surface <NUM> includes an outward-facing portion <NUM> facing outwardly in the tyre radial direction, an inward-facing portion <NUM> facing inwardly in the tyre radial direction, and a circumferential portion <NUM> facing in the tyre circumferential direction. Note that the shape of protector <NUM> in a front view of the first buttress portion 4A is not limited to the shape shown in the figure, but various shapes can be adopted.

<FIG> is a cross-sectional view taken along the line A-A of <FIG>. <FIG> shows a cross section of the outward-facing portion <NUM> in a direction orthogonal to a longitudinal direction of the outward-facing portion <NUM>. <FIG> is a cross-sectional view taken along the line B-B of <FIG>. <FIG> shows a cross section of the inward-facing portion <NUM> in a direction orthogonal to the longitudinal direction of the inward-facing portion <NUM>. <FIG> is a cross-sectional view taken along the line C-C of <FIG>. <FIG> shows a cross section of the circumferential portion <NUM> in a direction orthogonal to the longitudinal direction of the circumferential portion <NUM>. As illustrated in <FIG>, the outward-facing portion <NUM>, the inward-facing portion <NUM> and the circumferential portion <NUM> have different angles with respect to respective normal lines n of the top surface <NUM> from each other. Note that the normal lines n pass through the edges <NUM> in the respective cross-sectional views. As a result, protruding heights of the outward-facing portion <NUM>, the inward-facing portion <NUM> and the circumferential portion <NUM> appear to be different from each other. Thus, the visibility of each protector <NUM> can be improved and the appearance performance can be improved. The outward-facing portion <NUM> is located outside than the inward-facing portion <NUM> in the tyre radial direction, for example.

The outward-facing portion <NUM>, for example, is inclined inwardly in the tyre radial direction toward the outside in the tyre axial direction. The inward-facing portion <NUM>, for example, is inclined outwardly in the tyre radial direction toward the tyre outside in the tyre axial direction. The circumferential portion <NUM>, for example, is inclined in a direction close to the center of the top surface <NUM> in the tyre circumferential direction toward the outside in the tyre axial direction. In other words, the side surface <NUM> is inclined outwardly of the top surface <NUM> toward the inside in the tyre axial direction.

<FIG> illustrates a front view of the first buttress portion 4A. As illustrated in <FIG>, the outward-facing portion <NUM>, the inward-facing portion <NUM> and the circumferential portion <NUM> are defined as follows. The outward-facing portion <NUM> is a portion of the side surface <NUM> facing outward in the tyre radial direction. The outward-facing portion has a straightly extending edge 13a of the edge <NUM> where the angle α1 between the tyre radial line N1 passing on a virtual straight line X1 connecting longitudinal ends 13e and 13e of the straightly extending edge 13a and the virtual straightly extending line X1 is greater than <NUM> degrees. The inward-facing portion <NUM> is a portion of the side surface <NUM> facing inward in the tyre radial direction. The inward-facing portion <NUM> has an edge with the above-mentioned angle α1 with respect to the tyre radial line N1 greater than <NUM> degrees. The circumferential portion <NUM> is a portion of the side surface <NUM> facing the tyre circumferential direction. The circumferential portion <NUM> has an edge with the angle α1 with respect to the tyre radial line N1 equal to or less than <NUM> degrees. The angle α1 means the angle of <NUM> degrees or less of the two divided angles. <FIG> shows the outward-facing portion <NUM> and the circumferential portion <NUM> as an example.

As illustrated in <FIG>, an angle θi of the inward-facing portion <NUM> with respect to the normal lines n is smaller than an angle θc of the circumferential portion <NUM> with respect to the normal line n. As illustrated in <FIG>, in a view where the inward-facing portion <NUM> is vertically downward, the inward-facing portion <NUM> is a region where the irradiation of light is relatively small. Thus, by making the angle θi of the inward-facing portion <NUM> smaller than the angle θc of the inward portion <NUM>, the shadow of the inward-facing portion <NUM> can become large. As a result, the difference in the apparent protruding height between the inward-facing portion <NUM> and the substantially portion <NUM> becomes clear, and the appearance performance can be improved. In addition, since the angle θc of the circumferential portion <NUM> is larger than the angle θi of the inward-facing portion <NUM>, the rigidity of the circumferential portion <NUM>, which receives a large pressure when traveling in muddy ground, can be enhanced, and traction performance and cut resistance can be improved.

When the angle θc of the circumferential portion <NUM> becomes excessively larger than the angle θi of the inward-facing portion <NUM>, the circumferential shear force of the circumferential portion <NUM> on the mud may be reduced. In addition, the angle θi of the inward-facing portion <NUM> becomes excessively small, and the tyre mass variation over the tyre radial direction of the inward-facing portion <NUM> becomes large. Thus, the uniformity of the tyre may deteriorate and the performance related to noise and vibration (hereinafter referred to as "NV performance") may decrease. When the difference (θc - θi) between the angle θc of the circumferential portion <NUM> and the angle θi of the inward-facing portion <NUM> becomes excessively small, the difference between the apparent protruding heights of the two portions may become small and the appearance performance may deteriorate. From this point of view, the difference (θc - θi) between the angle θc of the circumferential portion <NUM> and the angle θi of the inward-facing portion <NUM> is equal to or more than <NUM> degrees, preferably equal to or more than <NUM> degrees, but equal to or less than <NUM> degrees, preferably equal to or less than <NUM> degrees.

The angle θc of the circumferential portion <NUM> is preferably smaller than the angle θo of the outward-facing portion <NUM> with respect to the normal line n. This can increase the shear force of the circumferential portion <NUM> against the mud. As illustrated in <FIG>, in a view where the outward-facing portion <NUM> is vertically upward, the outward-facing portion <NUM> is the region where the light irradiation is relatively large. Thus, by making the angle θo of the outward-facing portion <NUM> larger than the angle θc of the circumferential portion <NUM>, the reflection of light at the outward-facing portion <NUM> becomes larger. Therefore, the outward-facing portion <NUM> becomes more distinct from the circumferential portion <NUM> and the inward-facing portion <NUM> in terms of the apparent protruding height, which can improve the appearance performance. When the angle θo of the outward-facing portion <NUM> becomes excessively larger than the angle θc of the circumferential portion <NUM>, the vertical shear force of the outward-facing portion <NUM> may be smaller and the traction performance may decrease. In order to effectively demonstrate such an effect, the difference (θo - θc) between the angle θo of the outward-facing portion <NUM> and the angle θc of the circumferential portion <NUM> is preferably equal to or more than <NUM> degrees, more preferably equal to or more than <NUM> degrees, but preferably equal to or less than <NUM> degrees, more preferably equal to or less than <NUM> degrees.

When the angles θo, θi, and θc of the portions <NUM> to <NUM> become large with the area of top surface <NUM> being unchanged, the tyre mass becomes large, and the rubber volume of the protectors <NUM> become large and the heat generation increases, which may deteriorate the rolling resistance performance. In order to effectively achieve the above-mentioned effects, the angle θi of the inward-facing portion <NUM> is preferably equal to or more than <NUM> degrees, more preferably equal to or more than <NUM> degrees, but preferably equal to or less than <NUM> degrees, more preferably equal to or less than <NUM> degrees. Further, the angle θc of the circumferential portion <NUM> is preferably equal to or more than <NUM> degrees, more preferably equal to or more than <NUM> degrees, but preferably equal to or less than <NUM> degrees, more preferably equal to or less than <NUM> degrees. Furthermore, the angle θo of the outward-facing portion <NUM> is preferably equal to or more than <NUM> degrees, more preferably equal to or more than <NUM> degrees, but preferably equal to or less than <NUM> degrees, more preferably equal to or less than <NUM> degrees. These can improve the appearance performance while maintaining the traction performance. In addition, such a tyre <NUM> has excellent cut resistance performance, rolling resistance performance, and the NV performance, and the increase in tyre mass can be suppressed.

As illustrated in <FIG> and <FIG>, the tread portion <NUM>, for example, includes a shoulder land portion <NUM> forming the first tread edge To. The shoulder land portion <NUM> according to the present embodiment is divided into a plurality of shoulder blocks 8R by a plurality of shoulder lateral grooves <NUM> extending so as to traverse the first tread end To in the tyre axial direction. The shoulder blocks 8R, for example, include block walls 8a that extend inwardly in the tyre radial direction from the first tread edge To. In other words, the block walls 8a form a part of the first buttress portion <NUM>.

The first buttress portion 4A, in the present embodiment, is provided with a groove portion <NUM> connected to inner edges in the tyre radial direction of the block walls 8a and recessed inwardly in the tyre axial direction. The groove portion <NUM>, for example, extends continuously in the tyre circumferential direction. The groove portion <NUM> is not limited to such a manner, for example, but it may be formed in a plurality of groove elements in the tyre circumferential direction arranged through one or more breaks (not shown). Also, the tyre <NUM> according to the present invention is not limited to one including the groove portion <NUM>.

As illustrated in <FIG>, the block walls 8a of the shoulder blocks 8R, for example, are connected to the respective protectors <NUM> via the groove portion <NUM>. More specifically, the block walls 8a each include a pair of block edges <NUM> connecting the first tread edge To and the groove portion <NUM>. In each shoulder block 8R, radial inner ends 20e of the block edges <NUM> are located in the same positions in the tyre circumferential direction as the respective radial outer ends 17i of the circumferential portions <NUM> connected to the groove portion <NUM>. This can further improve the traction performance due to the shear force generated by the circumferential portions <NUM> and the block edges <NUM>. The "same position in the tyre circumferential direction" means that a separation distance La in the tyre circumferential direction between the adjacent inner ends 20e and outer ends 17i is within <NUM>.

The protectors <NUM>, in the present embodiment, have a maximum width W1 in the tyre circumferential direction equal to or more than <NUM>% of the tread width TW, more preferably equal to or more than <NUM>%, but preferably equal to or less than <NUM>% of the tread width TW, more preferably equal to or less than <NUM>%. The protectors <NUM>, for example, have a maximum length L1 in the tyre radial direction equal to or more than <NUM>% of the tyre section height Ha (shown in <FIG>), more preferably equal to or more than <NUM>%, but preferably equal to or less than <NUM>% of the tyre section height Ha, more preferably equal to or less than <NUM>%. The protectors <NUM> have a protruding height H1 (shown in <FIG>) equal to or more than <NUM>, more preferably equal to or more than <NUM>, but preferably equal to or less than <NUM>, more preferably equal to or less than <NUM>.

<FIG> is a front view of the first buttress portion 4A according to the present embodiment. As illustrated in <FIG>, each of the protectors <NUM>, for example, includes an outer portion <NUM> and an inner portion 10u located inwardly of the outer portion <NUM> in the tyre radial direction. The outer portion <NUM> and the inner portion 10u are virtually demarcated by a circumferential line Y passing through the outer end 15e in the tyre radial direction of the outward-facing portion <NUM>. The outer portion <NUM> is connected to the groove portion <NUM>, in the present embodiment.

The maximum width Ws of the outer portion <NUM> in the tyre circumferential direction is smaller than the maximum width Wu of the inner portion 10u in the tyre circumferential direction. This can reduce the tyre mass distribution outside the tyre radial direction, compared to the case where the maximum width Ws of the outer portion <NUM> is larger than the maximum width Wu of the inner portion 10u, and can improve the NV performance. These protectors <NUM> may have excellent appearance performance.

The first buttress portion 4A may have a recess K formed by the inner portion 10u and the outer portion <NUM>. Such a recess K can increase the shear force in the tyre circumferential and radial directions, thus improving the traction performance.

In a front view of the first buttress portion 4A, the protectors <NUM>, in the present embodiment, include L-shaped first protectors 10A protruding in the first tyre circumferential direction F and inverted L-shaped second protectors 10B protruding in the opposite direction to the first tyre circumferential direction F.

Each of the first protectors 10A, in the present embodiment, includes a single outward-facing portion <NUM>, two inward-facing portions <NUM>, and three circumferential portions <NUM>. The two inward-facing portions <NUM> include a first inward-facing portion 16A that is inclined outwardly in the tyre radial direction toward the first tyre circumferential direction F and a second inward-facing portion 16B inclined inwardly in the tyre radial direction toward the first tyre circumferential direction F side. The three circumferential portions <NUM> include a first circumferential portion 17A connecting the groove portion <NUM> and the second inward-facing portion 16B, a second circumferential portion 17B connecting the groove portion <NUM> and the outward-facing portion <NUM>, and a third circumferential portion 17C connecting the first inward-facing portion 16A and the outward-facing portion <NUM>. The outward-facing portion <NUM>, in the present embodiment, is inclined inwardly in the tyre radial direction toward the first tyre circumferential direction F side.

Each of the second protectors 10B includes a single outward-facing portion <NUM>, a single inward-facing portion <NUM>, and three circumferential portions <NUM>. The three circumferential portions <NUM> include a fourth circumferential portion 17D adjacent to the first circumferential portion 17A in the tyre circumferential direction, a fifth circumferential portion 17E connecting the groove portion <NUM> and the outward-facing portion <NUM>, and a sixth circumferential portion 17F connecting the outward-facing portion <NUM> and the inward-facing portion <NUM>. The outward-facing portion <NUM> and the inward-facing portion <NUM>, in the present embodiment, are inclined outwardly in the tyre radial direction toward the first tyre circumferential direction F side.

In addition, the first buttress portion 4A is provided with tie-bars <NUM> each of which connects a set of one of the first protectors 10A and one of the second protectors 10B which are adjacent in the tyre circumferential direction. Each tie-bar <NUM>, in the present embodiment, protrudes outwardly in the tyre axial direction with a protruding height which is smaller than that of the protectors <NUM>. Such a tie-bar <NUM> can enhances the rigidity in the tyre circumferential direction of the first protectors 10A and the second protectors 10B to prevent chipping of the protectors <NUM>, thus improving the cut resistance of the first buttress portion 4A. In addition, the tie-bar <NUM> can suppress the deformation of the first protectors 10A and the second protectors 10B, increase the shear force in the tyre circumferential direction, and improve the traction performance.

In the present embodiment, each tie-bar <NUM> connects the first circumferential portion 17A and the fourth circumferential portion 17D. The tie-bar <NUM>, for example, is connected to an innermost end 17j of the first circumferential portion 17A.

<FIG> is a front view of the first buttress portion 4A. <FIG> shows the edge <NUM> of the top surface <NUM> and an innermost edge <NUM> of the side surface <NUM> in the tyre axial direction. The edge <NUM> of the top surface <NUM> is the outermost edge of the side surface <NUM> in the tyre axial direction. The innermost edge <NUM> is the boundary between the outer surface <NUM> and the side surface <NUM>. As illustrated in <FIG>, a width Wa of the outward-facing portion <NUM> in a direction orthogonal to the longitudinal direction is preferably greater than a width Wb of the inward-facing portion <NUM> in a direction orthogonal to the longitudinal direction. As a result, the rigidity of the outward-facing portion <NUM>, which is relatively easy to come into contact with mud, can be increased, and the cut resistance can be improved. In addition, the tyre mass of the inward-facing portion <NUM> which has a relatively small chance of coming into contact with mud can be reduced. Also, when the width Wa of the outward-facing portion <NUM> and the width Wb of the inward-facing portion <NUM> are different, the visibility of the protectors <NUM> can be enhanced.

In order to effectively exert such an action, a width Wc of the circumferential portion <NUM> orthogonal to the longitudinal direction is preferably different from the width Wa of the outward-facing portion <NUM>. Further, the width Wc of the circumferential portion <NUM> orthogonal to the longitudinal direction is preferably different from the width Wb of the inward-facing portion <NUM>.

<FIG> illustrates a front view of the first buttress portion 4Ain accordance with another embodiment. The same elements as in the first buttress portion 4A as the above-mentioned embodiment may be denoted with the same reference numbers and their description may be omitted. As illustrated in <FIG>, the first buttress portion 4A according to this embodiment is provided with the protectors <NUM>.

In this embodiment, the protectors <NUM> include at least one inverted L-shaped third protector 10C protruding in the opposite direction to the first tyre circumferential direction F, and at least one inverted L-shaped fourth protectors 10D protruding in the opposite direction to the first tyre circumferential direction F and having an area of the top surface <NUM> smaller than that of the third protector 10C.

The third protector 10C, in this embodiment, includes a single outward-facing portion <NUM>, a single inward-facing portion <NUM> and three circumferential portions <NUM>, like the second protectors 10B. The fourth protector 10D, in this embodiment, includes a single inward-facing portion <NUM> and three circumferential portions <NUM>. The three circumferential portions <NUM> of the fourth protector 10D include a pair of outer circumferential portions <NUM> and <NUM> extending from the groove portion <NUM>, and an inner circumferential portion <NUM> that connects an innermost end i in the tyre radial direction of one of the outer circumferential portions <NUM> adjacent to the third protector 10C and the inward-facing portion <NUM>. The inner circumferential portion <NUM>, for example, has an angle with respect to the tyre radial direction larger than that of the circumferential portions <NUM>. Even in the fourth protector 10D, the angles θi and θc of the inward-facing portion <NUM> and the circumferential portions <NUM>, respectively, with respect to the respective normal lines n of the top surface <NUM> are set as in the above embodiment.

<FIG> is a front view of the first buttress portion 4A according to yet another embodiment. <FIG> is a cross-sectional view taken along the line D-D of <FIG>. The same elements as in the first buttress portion 4A as the above-mentioned embodiment may be denoted with the same reference numbers and their description may be omitted. As illustrated in <FIG>, the top surfaces <NUM> are provided with border portions <NUM> extending along the edges <NUM> of the top surfaces <NUM>. The border portions <NUM>, in this embodiment, are located inwardly from the edges <NUM> of the top surfaces <NUM>. Note that the border portions <NUM> may be located to include the edges <NUM> (not illustrated). The border portions <NUM>, for example, are formed as projecting bodies 25a that protrude outwardly in the tyre axial direction. Such border portions <NUM> can give a change in the visibility of the protectors <NUM> and improve the appearance performance.

The border portions <NUM>, for example, extend along the edges <NUM> forming the inward-facing portions <NUM> and the edges <NUM> forming the inward-facing portions <NUM>. The border portions <NUM>, for example, are arranged on the protectors <NUM>. In each protector <NUM>, the border portion <NUM> according to this embodiment is arranged inward in the tyre radial direction from the outer end 15e of the outward-facing portion <NUM>.

The projecting bodies 25a each have an arc-shaped cross-section. This can effectively exert the above-mentioned effects. It is preferable that the arc-shaped cross-section of the projecting bodies 25a has a radius of curvature r of from <NUM> to <NUM>.

Although the particularly preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the embodiments shown in Figures.

Tyres having the basic structure shown in <FIG> and having the buttress portion shown in <FIG> were prepared, and their appearance performance, traction performance, cut resistance, tyre mass and NV performance were evaluated. The test methods and common specifications are as follows.

Ten test drivers evaluated the beauty and visibility of the first buttress portion sensually. The results are shown in Table <NUM> scored by the <NUM>-point method with a maximum of <NUM> points, and are shown by the average score of <NUM> test drivers. The larger the value, the better the appearance performance.

Each test tyre was mounted on all wheels of a four-wheel drive vehicle with a displacement of <NUM> cc. Then, a test driver drove the above vehicle on a test course. As for the traction performance, the driving characteristics related to the smoothness of acceleration when driving on a muddy road surface were evaluated by the sensuality of the test driver. The NV performance was evaluated by the sensuality of the test driver as to the degree of noise generated from the tyre when running on dry asphalt. The results are shown in Table <NUM> by the <NUM>-point method with a maximum of <NUM> points. The larger the value, the better the traction performance and NV performance.

A test driver drove the above vehicle about <NUM> on rocky road surfaces containing rocks and rubble. Then, the cut resistance was evaluated based on the depth of the cut scratches and the length of the cut scratches on the outer surface of the buttress portion. The test results are shown in Table <NUM> by the <NUM>-point method with a maximum of <NUM> points. The larger the value, the smaller the cut scratches and the better the cut resistance.

The mass of the protectors of each test tyre was measured. The results are shown in Table <NUM> as an exponent with the reciprocal of the mass (kg) of Example <NUM> being <NUM>. The larger the angles θi, θc, and θo, the smaller the area of the top surface and the smaller the tyre mass. The larger the value, the smaller the mass and the better. Tyres with a small mass have excellent rolling resistance.

The overall evaluation is the total points of each test result. A score of <NUM> or higher is passed in the overall evaluation.

Claim 1:
A pneumatic tyre (<NUM>) comprising:
a tread portion (<NUM>) having a first tread edge (Ti, To), and
a first buttress portion (4A, 4B) extending inwardly in a tyre radial direction from the first tread edge (Ti, To), wherein
the first buttress portion (4A, 4B) is provided with a plurality of protectors (<NUM>) protruding outwardly in a tyre axial direction,
each of the plurality of protectors (<NUM>) comprises a top surface (<NUM>) facing outwardly in the tyre axial direction, and a side surface (<NUM>) extending inwardly in the tyre axial direction from an edge (<NUM>) of the top surface (<NUM>),
the side surface (<NUM>) comprises an outward-facing portion (<NUM>) facing outwardly in the tyre radial direction, an inward-facing portion (<NUM>) facing inwardly in the tyre radial direction, and a circumferential portion (<NUM>) facing in a tyre circumferential direction,
the outward-facing portion (<NUM>), the inward-facing portion (<NUM>) and the circumferential portion (<NUM>) have different angles with respect to respective normal lines (n) of the top surface (<NUM>) from each other, and
an angle θi of the inward-facing portion (<NUM>) with respect to the normal line (n) is smaller than an angle θc of the circumferential portion (<NUM>) with respect to the normal line (n),
characterized in that a difference (θc-θi) between the angle θc of the circumferential portion (<NUM>) with respect to the normal line (n) and the angle θi of the inward-facing portion (<NUM>) with respect to the normal line (n) is in a range from <NUM> degrees to <NUM> degrees.