JP6540320B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire.

  In the technical field related to pneumatic tires, developments have been made to reduce the weight of pneumatic tires and reduce rolling resistance in order to reduce the fuel consumption of automobiles. Patent Document 1 discloses a technology for extending the carcass folded-in portion between the belt and the carcass main body and reducing the rubber gauge at the side portion to reduce the weight and reduce the rolling resistance of the pneumatic tire.

JP, 2012-091731, A

  As the weight of the pneumatic tire is reduced, the rigidity and cut resistance of the pneumatic tire may be reduced. Therefore, there is a demand for the development of a pneumatic tire that can be reduced in weight while suppressing deterioration in rigidity and cut resistance.

  An object of the present invention is to provide a pneumatic tire capable of achieving weight reduction while suppressing a decrease in rigidity and cut resistance.

The present invention is a pneumatic tire that is rotatable in a designated rotation direction about a rotation axis, and has a tread portion and side portions disposed on both sides of the tread portion in the tire width direction, the carcass main portion And a carcass having a carcass folded portion formed by being folded back with a bead core, a side rubber having a side surface connected to the carcass outer surface of the carcass main body and having a tire maximum width position located, and the side surface being connected to the side surface And a plurality of projections projecting from the side surface and arranged in the circumferential direction of the tire and having the same shape and size, at least one of the plurality of projections having the maximum width position of the tire Connected to the side surface to include the plurality of convex portions respectively have a first end and the first end in the tire radial direction. In a plane perpendicular to the rotation axis, the distance between the first end and the second end is greater than the width in the lateral direction of the protrusion The center of the tire in the tire width direction is CL, and the intersection of a parallel line LP parallel to the rotation axis through the tire maximum width position and the carcass outer surface is P1, and the intersection of the parallel line LP and the side surface is P2, disposed on the outermost side with respect to the tire width direction, the intersection point between the parallel line LP and the outer surface of the convex portion of the convex portion being P3, the distance between the tire center CL and the intersection point P1 with respect to the direction parallel to the rotation axis W1, the distance between the tire center CL and the intersection point P2 in the direction parallel to the rotation axis W2, and the distance between the tire center CL and the intersection point P3 in the direction parallel to the rotation axis W3, the intersection point P1 And the intersection point P2 When the release G1, a distance between the intersecting point P2 and the intersection P3 G2, and the,
0.80 ≦ W1 / W3 ≦ 0.95 (1), and
0.1 ≦ G1 / G2 ≦ 1 (2),
Wherein the plurality of convex portions are inclined with respect to the radiation with respect to the rotation axis such that the second end is disposed in the rotational direction more than the first end. I will provide a.

  According to the present invention, by providing the convex portion on the side surface of the side rubber, even if the distance G1 indicating the thickness of the side rubber is reduced to reduce the weight, the reduction in the rigidity and the cut resistance is suppressed. The longitudinal convex portion is connected to the side surface so as to include the tire maximum width position, and a plurality of the longitudinal convex portions are arranged in the circumferential direction of the tire, so deflection of the side portion is suppressed and the side rubber is protected by the convex portion. Thereby, the reduction in the rigidity and the cut resistance of the pneumatic tire is suppressed. In addition, the deflection of the side portion is suppressed, and by protecting the side rubber, the carcass is sufficiently protected and the deterioration of the carcass is suppressed.

  Further, it is preferable that the carcass folded portion does not extend to the tire maximum width position. Even if the carcass folded-back portion does not extend to the tire maximum width position, the convex portion suppresses the reduction in the rigidity and the cut resistance of the pneumatic tire. Further, by not extending the carcass folded-back portion to the tire maximum width position, the increase in the weight of the pneumatic tire due to the carcass is suppressed.

  In addition, when a vehicle equipped with a pneumatic tire travels, the air resistance at the tire maximum width position tends to increase. By arranging the convex portion in the longitudinal shape so as to include the tire maximum width position, the air flow promotion effect and the flow straightening effect can be obtained. Thereby, the air resistance is reduced, and the fuel consumption of the vehicle can be reduced.

  The distance W1 defines a carcass cross-sectional width S1, the distance W2 defines a tire cross-sectional width S2, and the distance W3 defines a total tire width S3. The carcass cross-sectional width S1 corresponds to twice the distance W1, the tire cross-sectional width S2 corresponds to twice the distance W2, and the total tire width S3 corresponds to twice the distance W3. The distance G1 is the difference between the distance W2 and the distance W1, and the distance G2 is the difference between the distance W3 and the distance W2.

  By defining the distance W3, a pneumatic tire having a total tire width suitable for a vehicle to be mounted is manufactured. By determining the distance W3, the distance W1 is uniquely determined by the equation (1). When W1 / W3 is larger than 0.95, the distance between the outer surface of the carcass and the outer surface of the convex portion is too short, and the carcass is not sufficiently protected. When W1 / W3 is smaller than 0.80, the distance between the outer surface of the carcass and the outer surface of the convex portion is too long, which makes it difficult to reduce the weight of the pneumatic tire. By satisfying the condition of equation (1), it is possible to achieve weight reduction while sufficiently protecting the carcass.

  By determining the distance W1 and the distance W3, the distance W2 is uniquely determined from the equation (2). The distance G1 indicates the thickness of the side rubber, and the distance G2 indicates the height of the projection. If G1 / G2 is smaller than 0.1, the thickness of the side rubber is too thin, and the carcass is not sufficiently protected. When G1 / G2 is larger than 1, the thickness of the side rubber becomes larger than the height of the convex portion, which makes it difficult to reduce the weight of the pneumatic tire. By satisfying the condition of the equation (2) in addition to the condition of the equation (1), weight reduction can be achieved while suppressing the reduction in the rigidity and the cut resistance of the pneumatic tire.

  In addition, by arranging the long convex portion in an inclined manner, the carcass is sufficiently protected, and a deviation in rigidity of the side portion in the tire circumferential direction is suppressed. Since the deviation of rigidity in the circumferential direction of the tire is suppressed, when the pneumatic tire travels on the road surface, the deformation state of the side portion becomes constant, so that the uniformity is improved. In addition, by arranging the long convex portion to be inclined, it is possible to suppress the rigidity of the side portion in the tire radial direction from becoming excessively high. Therefore, when the pneumatic tire travels on the road surface, the side portion can be appropriately deformed in the tire radial direction.

  Further, by making the inclination directions of the plurality of convex portions the same, the uneven rigidity of the side portions in the tire circumferential direction is further suppressed. Therefore, uniformity is effectively improved.

The present invention is a pneumatic tire that is rotatable in a designated rotation direction about a rotation axis, and has a tread portion and side portions disposed on both sides of the tread portion in the tire width direction, the carcass main portion And a carcass having a carcass folded portion formed by being folded back with a bead core, a side rubber having a side surface connected to the carcass outer surface of the carcass main body and having a tire maximum width position located, and the side surface being connected to the side surface And a plurality of projections projecting from the side surface and arranged in the circumferential direction of the tire and having the same shape and size, at least one of the plurality of projections having the maximum width position of the tire Connected to the side surface to include the plurality of convex portions respectively have a first end and the first end in the tire radial direction. In a plane perpendicular to the rotation axis, the distance between the first end and the second end is greater than the width in the lateral direction of the protrusion The center of the tire in the tire width direction is CL, and the intersection of a parallel line LP parallel to the rotation axis through the tire maximum width position and the carcass outer surface is P1, and the intersection of the parallel line LP and the side surface is P2, disposed on the outermost side with respect to the tire width direction, the intersection point between the parallel line LP and the outer surface of the convex portion of the convex portion being P3, the distance between the tire center CL and the intersection point P1 with respect to the direction parallel to the rotation axis W1, the distance between the tire center CL and the intersection point P2 in the direction parallel to the rotation axis W2, and the distance between the tire center CL and the intersection point P3 in the direction parallel to the rotation axis W3, the intersection point P1 And the intersection point P2 When the release G1, a distance between the intersecting point P2 and the intersection P3 G2, and the,
0.80 ≦ W1 / W3 ≦ 0.95 (3), and
1.0 [mm] ≦ G1 ≦ 2.5 [mm] (4),
Wherein the plurality of convex portions are inclined with respect to the radiation with respect to the rotation axis such that the second end is disposed in the rotational direction more than the first end. I will provide a.

  According to the present invention, by determining the distance W3, the distance W1 is uniquely determined from the equation (3). By satisfying the condition of the equation (3), weight reduction can be achieved while suppressing the reduction in the rigidity and the cut resistance of the pneumatic tire. The distance G1 indicates the thickness of the side rubber. The side rubber cage of a conventional pneumatic tire is thicker than 2.5 [mm]. The weight reduction of the pneumatic tire can be achieved by reducing the distance G1 to 2.5 [mm] or less than the conventional side rubber gauge. If the distance G1 is smaller than 1.0 [mm], the thickness of the side rubber is too thin, and the carcass is not sufficiently protected. By satisfying the condition of the equation (4) in addition to the condition of the equation (3), weight reduction can be achieved while sufficiently protecting the carcass.

  In addition, since the long convex portion is arranged to be inclined and the inclination direction is the same, the carcass is sufficiently protected and the deviation of the rigidity of the side portion in the tire circumferential direction is suppressed. Therefore, uniformity is effectively improved.

  In the present invention, it is preferable that all of the plurality of convex portions be connected to the side surface so as to include the tire maximum width position.

  By providing all of the plurality of convex portions so as to include the tire maximum width position, deflection of the side portion at the tire maximum width position is sufficiently suppressed, and the side rubber and the carcass are sufficiently protected. In addition, the air resistance is reduced, and the fuel consumption of the vehicle can be reduced.

  In the present invention, among the plurality of convex portions, the first convex portion and at least a portion of the second convex portion disposed adjacent to the first convex portion in the tire circumferential direction are in the tire radial direction. It is preferable to overlap.

  By arranging so that adjacent convex parts overlap, the carcass is sufficiently protected, and the rigidity of the side part in the tire radial direction is appropriately adjusted.

  In the present invention, when the tire cross-section height indicating the distance between the innermost inner end and the outermost outer end in the tire radial direction is SH, the convex portion is 0.1 in the tire radial direction. It is preferable to provide in the range of xSH or more and 0.4xSH or less.

  In the range larger than 0.4 × SH, the convex portion reaches the region outside the side portion of the tire, and the rigidity reduction suppressing function, which is a function of the convex portion, is only by increasing the weight of the pneumatic tire. It can not be expected to significantly improve the cuttability reduction suppression function and the carcass protection function. In addition, the carcass protection function can not be exhibited in the range smaller than 0.1 × SH. By providing the convex portion in the range of 0.1 × SH or more and 0.4 × SH or less, the weight of the pneumatic tire can be reduced, and the function of the convex portion can be sufficiently exhibited.

  In the present invention, the number of the convex portions disposed in the tire circumferential direction on the side surface is preferably 10 or more and 50 or less.

  When the number of convex portions is less than 10, the flow promotion effect and the rectification effect of the air can not be sufficiently obtained. When the number of projections exceeds 50, the projections become air resistance, and also in this case, the flow promotion effect and the rectification effect of the air can not be sufficiently obtained. In addition, when the number of projections is too large, the weight of the pneumatic tire is increased. By setting the number of convex portions to 10 or more and 50 or less, air resistance can be improved while suppressing an increase in weight, and fuel consumption of the vehicle can be reduced.

  In the present invention, the width in the short direction of the convex portion is preferably 0.5 [mm] or more and 5.0 [mm] or less.

  When the width in the short direction of the convex portion is less than 0.5 [mm], the convex portion is easily deformed, and it becomes difficult to obtain the air flow promoting effect and the rectifying effect. When the width in the short direction of the projections exceeds 5.0 [mm], the projections become air resistance, and the flow promotion effect and the rectification effect of air can not be sufficiently obtained. In addition, when the convex portion is too thick, the weight of the pneumatic tire is increased. By reducing the width in the short direction of the convex portion to 0.5 [mm] or more and 5.0 [mm] or less, air resistance can be improved while suppressing an increase in weight, and fuel consumption can be reduced. Can.

  In the present invention, it is preferable to provide a plurality of concave portions provided on the side surface between the adjacent convex portions.

  As a result, the air resistance of the vehicle is further suppressed, and fuel consumption can be reduced. The air flowing from the front side to the rear side of the vehicle becomes turbulent due to the provision of the concave portion in addition to the convex portion. As a result, a turbulent boundary layer is generated around the pneumatic tire, and the spread of air is suppressed. By suppressing the spread of the passing air, the air resistance of the vehicle can be reduced, and fuel consumption can be reduced.

  ADVANTAGE OF THE INVENTION According to the aspect of this invention, the pneumatic tire which can achieve weight reduction is provided, suppressing a rigid and the fall of cut resistance.

FIG. 1 is a side view showing an example of a vehicle according to the first embodiment. FIG. 2 is a rear view of the vehicle according to the first embodiment. FIG. 3 is a cross-sectional view showing an example of the pneumatic tire according to the first embodiment. FIG. 4 is a meridional sectional view showing a part of the pneumatic tire according to the first embodiment. FIG. 5 is a view showing a part of the pneumatic tire according to the first embodiment. FIG. 6 is a view showing an example of a side portion of the pneumatic tire according to the first embodiment. FIG. 7 is a view showing an example of a side portion of the pneumatic tire according to the first embodiment. FIG. 8 is a view showing an example of a side portion of the pneumatic tire according to the second embodiment. FIG. 9 is a view showing an example of a side portion of a pneumatic tire according to a second embodiment. FIG. 10 is a view showing an example of a side portion of the pneumatic tire according to the second embodiment. FIG. 11 is a view showing an example of a side portion of a pneumatic tire according to a third embodiment. FIG. 12 is a view showing an example of a side portion of a pneumatic tire according to a third embodiment. FIG. 13 is a view showing an example of a side portion of a pneumatic tire according to a third embodiment. FIG. 14 is a view showing an example of a side portion of a pneumatic tire according to a third embodiment. FIG. 15 is a view showing an example of a side portion of a pneumatic tire according to a fourth embodiment. FIG. 16 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 17 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 18 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 19 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 20 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 21 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 22 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 23 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 24 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 25 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 26 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 27 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 28 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 29 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 30 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 31 is a chart showing the results of the evaluation test of the tire according to the present invention. FIG. 32 is a chart showing the results of the evaluation test of the tire according to the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited thereto. The components of the embodiments described below can be combined as appropriate. In addition, some components may not be used.

First Embodiment
The first embodiment will be described. FIG. 1 is a side view showing an example of a vehicle 500 according to the present embodiment. FIG. 2 is a rear view of a vehicle 500 according to the present embodiment. The tire 1 is attached to the vehicle 500. The tire 1 is a pneumatic tire. The tire 1 mounted on the vehicle 500 rotates on the rotation axis AX and travels on the road surface RS.

  In the following description, the positional relationship of each part will be described using the terms tire circumferential direction, tire radial direction, and tire width direction. The tire circumferential direction is a rotational direction around the rotation axis AX of the tire 1. The tire radial direction is a radial direction with respect to the rotation axis AX of the tire 1. The tire width direction is a direction parallel to the rotation axis AX of the tire 1.

  As shown in FIGS. 1 and 2, the vehicle 500 includes a traveling device 501 including the tire 1, a vehicle body 502 supported by the traveling device 501, and an engine 503 for driving the traveling device 501.

  The traveling device 501 includes a wheel 504 supporting the tire 1, an axle 505 supporting the wheel 504, a steering device 506 for changing the traveling direction of the traveling device 501, and a braking device for decelerating or stopping the traveling device 501. And 507.

  The vehicle body 502 has a driver's cab on which a driver gets. An accelerator pedal for adjusting the output of the engine 503, a brake pedal for operating the brake device 507, and a steering wheel for operating the steering device 506 are disposed in the driver's cab. The driver operates the accelerator pedal, the brake pedal, and the steering wheel. The vehicle 500 travels by the operation of the driver.

  Vehicle 500 is a four-wheeled vehicle. The traveling device 501 has a left front wheel and a left rear wheel provided on the left side of the vehicle body 502, and a right front wheel and a right rear wheel provided on the right side of the vehicle body 502. The tire 1 includes a left tire 1 </ b> L mounted on the left side of the vehicle body 502 and a right tire 1 </ b> R mounted on the right side of the vehicle body 502.

  The tire 1 has a tread portion 10 in contact with the road surface RS and side portions 7 disposed on both sides of the tread portion 10 in the tire width direction. The rotation direction of the tire 1 about the rotation axis AX is designated. That is, when the vehicle 500 moves forward, the tire 1 is mounted on the vehicle 500 so as to rotate in the designated rotation direction about the rotation axis AX. The left tire 1 </ b> L rotates in a designated rotational direction when the vehicle 500 advances while being mounted on the left side of the vehicle 500. The right tire 1 </ b> R rotates in a designated rotational direction when the vehicle 500 advances while being mounted on the right side of the vehicle 500.

  A mark 600 indicating the rotational direction of the tire 1 or the mounting position of the tire 1 with respect to the vehicle 500 is provided on the side portion 7 of the tire 1. The mark 600 may be an arrow indicating the rotation direction, or may be a character such as “OUTSIDE”. The tire 1 is mounted on the vehicle 500 so as to rotate in a designated rotation direction about the rotation axis AX when the vehicle 500 moves forward based on the mark 600.

  Next, the tire 1 according to the present embodiment will be described. FIG. 3 is a cross-sectional view showing an example of the tire 1 according to the present embodiment. FIG. 4 is a calf sectional view showing a part of the tire 1 according to the present embodiment. The tire 1 is rotatable about a rotation axis AX. 3 and 4 show a meridional section passing through the rotation axis AX of the tire 1. The rotation axis AX of the tire 1 is orthogonal to the tire equatorial plane CL. The tire equatorial plane CL indicates the center of the tire 1 in the tire width direction. In the following description, the tire equatorial plane CL is appropriately referred to as a tire center CL.

  In the present embodiment, the outer side in the tire width direction means a direction away from the tire center CL in the tire width direction. The tire width direction inner side means a direction approaching the tire center CL in the tire width direction. The tire radial direction outer side means a direction away from the rotation axis AX with respect to the tire radial direction. The tire radial direction inner side means a direction approaching the rotation axis AX with respect to the tire radial direction.

  The tire 1 includes a carcass 2, a belt layer 3, a belt cover 4, a bead portion 5, a tread portion 10, a side portion 7 including a sidewall portion 9, and a convex portion 100 provided on the side portion 7. Is equipped. The tread portion 10 includes a tread rubber 6. The side portion 7 includes a side rubber 8. The convex portion 100 is formed of, for example, rubber.

  The tire outer diameter OD indicating the outer diameter of the tire 1 corresponds to the diameter of the tire 1 in a no-load state where no load is applied to the tire 1 after the tire 1 is rim-assembled on a regular rim and filled with a regular internal pressure. Say

  The tire rim diameter RD indicating the rim diameter of the tire 1 refers to the rim diameter of the wheel that fits the tire 1. The tire rim diameter RD is equal to the tire inner diameter.

  The cross-sectional height SH indicating the cross-sectional height of the tire 1 corresponds to the tire radial direction in a no-load state where no load is applied to the tire 1 after the tire 1 is rim-assembled on a regular rim and filled with a regular internal pressure. The distance between the inner end of the innermost tire 1 and the outer end of the outermost tire 1 with respect to

  The tread contact width TW1 indicating the contact width of the tread portion 10 is a loaded state in which the tire 1 is rim-assembled on a regular rim, filled with a regular internal pressure, placed vertically on a plane, and having a regular load applied. The maximum value of the contact width in the tire width direction measured in That is, the tread contact width TW1 refers to the distance between the contact end T of the tread portion 10 on one side of the tire center CL and the contact end T of the tread portion 10 on the other side in the tire width direction.

  With the ground contact end T of the tread portion 10, the tire 1 is rim-assembled on a regular rim, filled with a regular internal pressure, placed vertically on a plane, and the tread portion 10 is loaded when a regular load is applied. The end in the tire width direction of the part to be in contact with the ground.

  The tread development width TW2 indicating the development width of the tread portion 10 is obtained by setting the tire 1 to a normal rim, filling a normal internal pressure, and applying no load to the tire 1 in the no-load state. This refers to the linear distance between both ends in the developed view of the tread portion 10.

  The carcass cross-sectional width S1 indicating the cross-sectional width of the carcass 2 relates to the tire width direction in a no-load state where no load is applied to the tire 1 after the tire 1 is rim-assembled on a regular rim and filled with a regular internal pressure. The largest dimension of the carcass 2 is said. That is, the carcass cross-sectional width S1 is the carcass maximum width position E indicating the outermost portion of the carcass 2 disposed on one side of the tire center CL in the tire width direction, and the outermost side of the carcass 2 disposed on the other side. Refers to the distance from the carcass maximum width position E indicating the region of

  The tire cross-sectional width S2 indicating the cross-sectional width of the tire 1 is that of the side portion 7 in a no-load state where no load is applied to the tire 1 after the tire 1 is mounted on a normal rim and filled with a normal internal pressure. This refers to the largest dimension of the tire 1 in the tire width direction excluding the structure protruding from the surface. In the present embodiment, a convex portion 100 exists as a structure protruding from the surface of the side portion 7. The tire cross-sectional width S2 is a tire maximum width position H indicating the outermost portion of the side portion 7 disposed on one side of the tire center CL with respect to the tire width direction when the convex portion 100 is removed, and The distance to the tire maximum width position H, which indicates the outermost part of the side portion 7 as described above, is referred to.

  In addition, as a structure which protrudes from the surface of the side part 7, the mark 600 formed of the side rubber 8, a character, and a pattern are mentioned. A rim protect bar may be provided on the tire 1 to protect the rim. The rim protect bar is provided in the tire circumferential direction and protrudes outward in the tire width direction. In the tire 1 provided with the rim protect bar, the rim protect bar includes the outermost portion in the tire width direction. In that case, the tire cross-sectional width S2 is a dimension excluding the rim protection bar.

  The tire total width S3 indicating the total width of the tire 1 relates to the tire width direction in a no-load state where no load is applied to the tire 1 after the tire 1 is mounted on a normal rim and filled with a normal internal pressure. The largest dimension of the tire 1 is said. That is, the tire total width S3 means the outermost part of the structure constituting the tire 1 disposed on one side of the tire center CL in the tire width direction and the structure constituting the tire 1 disposed on the other side. The distance to the outermost part of In the present embodiment, a convex portion 100 protruding from the surface of the side portion 7 is provided. With the tire total width S3, the convex portion maximum width position F indicating the outermost portion of the convex portion 100 arranged on one side of the tire center CL with respect to the tire width direction, and the maximum of the convex portion 100 arranged on the other side It refers to the distance to the convex portion maximum width position F that indicates the outer part.

  The “regular rim” is a rim that defines the standard for each tire 1 in the standard system including the standard on which the tire 1 is based, and in the case of JATMA, the standard rim, in the case of TRA “Design Rim”, ETRTO If it is, it is "Measuring Rim". However, when the tire 1 is a new car mounted tire, a genuine wheel on which the tire 1 is assembled is used.

  The “normal internal pressure” is the air pressure specified in each tire 1 in the standard system including the standard on which the tire 1 is based, the maximum air pressure in the case of JATMA, the table “TIRE LOAD LIMITS AT VARIOUS in the case of TRA In the case of ETRTO, the maximum value described in COLD INFLATION PRESSURES is "INFLATION PRESSURE". However, when the tire 1 is a new car mounted tire, the air pressure displayed on the vehicle is used.

  The “normal load” is a load defined in each tire 1 in the standard system including the standard on which the tire 1 is based, the maximum load capacity in the case of JATMA, the table “TIRE LOAD LIMITS AT in the case of TRA In the case of ETRTO, the maximum value described in VARIOUS COLD INFlation PRESSURES is “LOAD CAPACITY”. However, when the tire 1 is a passenger car, the load corresponds to 88% of the load. When the tire 1 is a new car mounted tire, the front and rear axle weights described in the vehicle verification of the vehicle are divided by the number of tires to obtain the wheel load.

  The carcass 2 is a strength member that forms the skeleton of the tire 1. The carcass 2 includes a carcass cord and functions as a pressure vessel when the tire 1 is filled with air. The carcass 2 includes an organic fiber carcass cord and a rubber covering the carcass cord. The carcass 2 may contain a polyester carcass cord, a nylon carcass cord, an aramid carcass cord, or a rayon carcass cord.

  The bead portion 5 is a strength member that supports the carcass 2. The bead portions 5 are disposed on both sides of the carcass 2 in the tire width direction, and support both ends of the carcass 2. The carcass 2 is folded back at the bead core 51 of the bead portion 5. The bead portion 5 fixes the tire 1 to the rim. The bead portion 5 has a bead core 51 and a bead filler 52.

  The carcass 2 has a carcass main portion 21 and a carcass folded portion 22 formed by being folded back by the bead core 51. The carcass folded-in portion 22 is a portion disposed on the outer side in the tire width direction than the carcass main portion 21 by the carcass 2 being folded back at the bead core 51. The bead core 51 is a member in which a bead wire is wound in a ring shape. The bead wire is a steel wire. The bead filler 52 is a rubber material disposed in a space between the carcass main body 21 and the carcass folded portion 22 formed by the carcass 2 being folded back by the bead core 51.

  The belt layer 3 is a strength member that holds the shape of the tire 1. The belt layer 3 includes a belt cord and is disposed between the carcass 2 and the tread rubber 6. The belt layer 3 includes a belt cord of metal fiber and a rubber covering the belt cord. The belt layer 3 may include a belt cord of organic fiber. The belt layer 3 includes a first belt ply 31 and a second belt ply 32. The first belt ply 31 and the second belt ply 32 are stacked so that the belt cords of the first belt ply 31 and the belt cords of the second belt ply 32 intersect.

  The belt cover 4 is a strength member that protects and reinforces the belt layer 3. The belt cover 4 includes a cover cord, and is disposed outside the belt layer 3 with respect to the rotation axis AX of the tire 1. The belt cover 4 includes a metal fiber cover cord and a rubber covering the cover cord. The belt cover 4 may include a cover cord of organic fiber.

  The tread rubber 6 protects the carcass 2. The tread portion 10 includes a tread rubber 6 provided with a plurality of grooves 15. The tread portion 10 includes land portions 12 disposed between the grooves 15, and the land portions 12 have a contact surface (tread surface) 11 in contact with the road surface. The groove 15 includes a plurality of main grooves arranged in the tire circumferential direction, and lug grooves at least a part of which are arranged in the tire width direction.

  The tread portion 10 includes a center portion 13 including the tire center CL and shoulder portions 14 provided on both sides of the center portion 13 in the tire width direction. The main groove is provided in each of the center portion 13 and the shoulder portion 14. The lug grooves are also provided in each of the center portion 13 and the shoulder portion 14.

  The side rubber 8 protects the carcass 2. The side portions 7 include side rubbers 8 and are disposed on both sides of the tread portion 10 in the tire width direction. The sidewall portion 9 includes a portion of the side portion 7 that is most expanded outward in the tire width direction. The surface of the side portion 7 is disposed outside the ground contact end T of the tread portion 10 with respect to the tire center CL.

  The surface of the side portion 7 includes a side surface 8S which is a surface of the side rubber 8. The side surface 8S is a surface of the side portion 7 between the ground contact end T of the tread portion 10 and the rim check line R. The ground contact end T includes the boundary between the shoulder portion 14 and the side portion 7 of the tread portion 10. The rim check line R is a line for confirming whether the rim assembly of the tire 1 is properly performed. Generally, the rim check line R is shown as a continuous annular convex line along the rim flange in the tire circumferential direction on the surface of the bead portion 5 outside the rim flange in the tire radial direction.

  The convex portion 100 is connected to the side surface 8S and protrudes outward in the tire width direction from the side surface 8S. The convex portion 100 has a convex outer surface 100S facing outward in the tire width direction. A plurality of convex portions 100 are provided on the side surface 8S.

  FIG. 5 is an enlarged view of a part of FIG. 4. As shown in FIG. 4 and FIG. 5, the carcass main portion 21 has a carcass outer surface 21S facing outward in the tire width direction. The side rubber 8 is connected to the carcass outer surface 21 S of the carcass main body 21. The convex portion 100 is connected to the side surface 8S of the side rubber 8. The carcass maximum width position E is positioned on the carcass outer surface 21S of the carcass main body 21. The tire maximum width position H is positioned on the side surface 8S of the side rubber 8. The convex portion maximum width position F is positioned on the convex portion outer surface 100S of the convex portion 100.

  A plurality of convex portions 100 are arranged in the tire circumferential direction on the side surface 8S between the ground contact end T and the rim check line R.

  The convex portion 100 is connected to the side surface 8S so as to include the tire maximum width position H. The convex portion 100 has a longitudinal shape having a first end 101 and a second end 102 disposed outside the first end 101 in the tire radial direction. The central portion of the convex portion 100 between the first end 101 and the second end 102 is disposed at the tire maximum width position H.

  As shown in FIG. 5, a line passing through the tire maximum width position H and parallel to the rotation axis AX is a parallel line LP. In the present embodiment, the parallel line LP passes through the carcass maximum width position E, the tire maximum width position H, and the protrusion maximum width position F.

  The end of the carcass folded-in portion 22 is preferably disposed inward in the tire radial direction with respect to a parallel line LP including the carcass maximum width position E, the tire maximum width position H, and the protrusion maximum width position F.

  The intersection of the parallel line LP and the carcass outer surface 21S is P1, the intersection of the parallel line LP and the side surface 8S is P2, and the intersection of the parallel line LP and the convex outer surface 100S is P3. The intersection point P1 is positioned at a carcass maximum width position E of the carcass outer surface 21S, which is disposed at the outermost side in the tire width direction. The intersection point P2 is positioned at the tire maximum width position H disposed on the outermost side in the tire width direction among the side surfaces 8S. The intersection point P3 is positioned at a convex portion maximum width position F of the convex portion outer surface 100S which is disposed at the outermost side in the tire width direction.

  The distance between the tire center CL and the intersection point P1 with respect to the direction parallel to the rotation axis AX is W1, the distance between the tire center CL and the intersection point P2 with respect to the direction parallel to the rotation axis AX is W2, and the direction parallel to the rotation axis AX A distance between the tire center CL and the intersection point P3 is W3. Further, the distance between the intersection point P1 and the intersection point P2 is G1, and the distance between the intersection point P2 and the intersection point P3 is G2.

  The carcass cross-sectional width S1 corresponds to twice the distance W1, the tire cross-sectional width S2 corresponds to twice the distance W2, and the total tire width S3 corresponds to twice the distance W3. The distance G1 is the difference between the distance W2 and the distance W1, and the distance G2 is the difference between the distance W3 and the distance W2. That is, 2 × W1 = S1, 2 × W2 = S2, 2 × W3 = S3, G1 = W2-W1, and G2 = W3-W2.

In the present embodiment,
0.80 ≦ W1 / W3 ≦ 0.95 (1)
0.1 ≦ G1 / G2 ≦ 1 (2)
The distance W1, the distance W2, and the distance W3 are determined so as to satisfy the following conditions.

  The convex part 100 is provided in the range of 0.1 × SH or more and 0.4 × SH or less in the tire radial direction. In the present embodiment, as shown in FIG. 5, the convex portion 100 is provided in the range of α × SH or less on the outer side in the tire radial direction from the tire maximum width position H, and on the inner side in the tire radial direction from the tire maximum width position H. In the range of β × SH or less. It is preferable that α and β be equal.

  FIG. 6 is a view schematically showing the side surface 8S of the tire 1 in which the convex portion 100 is provided, and FIG. 7 is an enlarged view of a part of FIG. As shown in FIGS. 6 and 7, a plurality of convex portions 100 are arranged in the tire circumferential direction. In the example shown in FIGS. 6 and 7, 12 [pieces] of convex portions 100 are provided. All of the plurality of convex portions 100 are connected to the side surface 8S so as to include the tire maximum width position H. Moreover, the shape and dimension of several convex part 100 are the same.

  Each of the plurality of protrusions 100 has a first end 101 and a second end 102 disposed outside the first end 101 in the tire radial direction. In the plane orthogonal to the rotation axis AX, the distance L100 between the first end 101 and the second end 102 is larger than the width D100 in the short direction of the convex 100. The width D100 in the short direction of the convex portion 100 is 0.5 [mm] or more and 5.0 [mm] or less.

  The plurality of convex portions 100 incline with respect to the radiation LR with respect to the rotation axis AX such that the second end 102 is disposed in the designated rotation direction (forward in the rotation direction) than the first end 101. The convex part 100 has a long longitudinal shape in the inclination direction.

  In the present embodiment, the plurality of convex portions 100 are preferably arranged at equal intervals in the tire circumferential direction.

  The direction in which the second end 102 shifts with respect to the first end 101 is the same for the plurality of convex portions 100. That is, the inclination directions of the plurality of convex portions 100 are the same.

  Further, the inclination angles θ of the plurality of convex portions 100 are the same. The inclination angle θ of the convex portion 100 is an angle formed by a straight line LM connecting the center of the first end 101 in the lateral direction and the center of the second end 102 in the lateral direction, and the radiation LR. The inclination angle θ is set to satisfy the condition of 1 [°] ≦ θ <90 [°].

  According to the present embodiment, even if the distance G1 indicating the side rubber gauge is reduced to reduce the weight of the tire 1, the rigidity and the cut resistance of the tire 1 can be obtained by providing the convex portion 100 on the side surface 8S of the side rubber 8. Decrease in sex is suppressed. Further, the carcass 2 of the side portion 7 is sufficiently protected by the convex portion 100 and the side rubber 8.

  In the present embodiment, it is preferable that the carcass folded-in portion 22 does not extend to the tire maximum width position H, and the carcass main portion 21 and the side rubber 8 are connected at the tire maximum width position H. An increase in the amount of carcass turnaround 22 results in an increase in the weight of the tire 1. In the present embodiment, since the carcass folded-back portion 22 does not extend to the tire maximum width position H, an increase in the weight of the tire 1 is suppressed.

  In addition, when the vehicle equipped with the tire 1 travels, the air resistance at the tire maximum width position H tends to increase. By arranging the convex portion 100 having the longitudinal shape so as to include the tire maximum width position H, the air flow promotion effect and the flow straightening effect can be obtained. Thereby, the air resistance is reduced, and the fuel consumption of the vehicle can be reduced.

  In general, when a convex portion is present at the tire maximum width position H of the tire 1, the air resistance tends to deteriorate. In the present embodiment, since the minimum width tire is provided with the convex portion 100 of the longitudinal shape and the tire total width S3 is equal to that of the tire (the comparison target tire) in which the convex portion 100 of the longitudinal shape does not exist Significant deterioration is suppressed.

  When W1 / W3 is larger than 0.95, the distance between the carcass outer surface 21S and the convex portion outer surface 100S is too short, and the carcass 2 is not sufficiently protected. When W1 / W3 is smaller than 0.80, the distance between the carcass outer surface 21S and the convex portion outer surface 100S is too long, which makes it difficult to reduce the weight of the tire 1. By satisfying the condition of the equation (1), the weight of the tire 1 can be reduced while sufficiently protecting the carcass 2.

  If G1 / G2 is smaller than 0.1, the thickness of the side rubber 8 is too thin, and the carcass 2 is not sufficiently protected. When G1 / G2 is larger than 1, the thickness of the side rubber 8 becomes larger than the height of the convex portion 100, and the weight reduction of the tire 1 becomes difficult. By satisfying the conditions of the equations (1) and (2), weight reduction can be achieved while suppressing the decrease in the rigidity and the cut resistance of the tire 1.

  In addition, by arranging the long convex portion 100 to be inclined, the carcass 2 is sufficiently protected, and the deviation of the rigidity of the side portion 7 in the tire circumferential direction is suppressed. Since the deviation of the rigidity in the circumferential direction of the tire is suppressed, when the tire 1 travels on the road surface, the deformation state of the side portion 7 becomes constant, so the uniformity is improved. In addition, by arranging the long convex portion 100 to be inclined, the rigidity of the side portion 7 in the tire radial direction is prevented from being excessively high. Therefore, when the tire 1 travels on the road surface, the side portion 7 can be appropriately deformed in the tire radial direction.

  Further, by making the inclination directions of the plurality of convex portions 100 the same, the deviation of the rigidity of the side portion 7 in the tire circumferential direction is further suppressed. Therefore, uniformity is effectively improved.

  Further, since all of the plurality of convex portions 100 are connected to the side surface 8S so as to include the tire maximum width position H, bending of the side portion 7 at the tire maximum width position H is sufficiently suppressed, and the side rubber 8 and the side rubber 8 are The carcass 2 is fully protected. In addition, the air resistance is reduced, and the fuel consumption of the vehicle 500 can be reduced.

  Moreover, the convex part 100 is provided in the side part 7 of both sides, and it is possible to sufficiently protect both carcass 2 of the two side parts 7 while achieving weight reduction by thinning the side rubber 8.

  Further, by providing the convex portion 100 in the range of 0.1 × SH or more and 0.4 × SH or less in the tire radial direction, the weight of the tire 1 can be reduced and the function of the convex portion 100 is sufficiently exerted. Be done. When the convex portion 100 is provided in a range larger than 0.4 × SH, the weight of the tire 1 increases, while the rigidity reduction suppressing function, the cut resistance reduction suppressing function, and the carcass protecting function, which are the functions of the convex portion 100. I can not expect a remarkable improvement of In addition, when the convex portion 100 is provided in a range smaller than 0.1 × SH, the carcass protection function is not exhibited. By providing the convex portion 100 in the range of 0.1 × SH or more and 0.4 × SH or less, both the weight reduction of the tire 1 and the function of the convex portion 100 can be achieved.

  Further, since the width D100 in the short direction of the convex portion 100 is 0.5 [mm] or more and 5.0 [mm] or less, the air resistance is improved while suppressing the increase of the weight of the tire 1, and the vehicle It is possible to reduce fuel consumption by 500. When the width D100 in the short direction of the convex portion 100 is less than 0.5 [mm], the convex portion 100 is easily deformed, and it becomes difficult to obtain an air flow promoting effect and a rectifying effect. When the width D 100 in the short direction of the convex portion 100 exceeds 5.0 [mm], the convex portion 100 has air resistance, and the flow promotion effect and the rectification effect of air can not be sufficiently obtained. In addition, when the convex portion 100 is too thick, the weight of the tire 1 is increased. By setting the width D 100 in the short direction of the convex portion 100 to 0.5 [mm] or more and 5.0 [mm] or less, the air resistance is improved while suppressing an increase in the weight of the tire 1. Fuel consumption can be reduced.

(Modification)
In the tire 1 having the convex portion 100,
0.80 ≦ W1 / W3 ≦ 0.95 (3)
1.0 [mm] ≦ G1 ≦ 2.5 [mm] (4)
The distance W1, the distance W2, and the distance W3 may be determined so as to satisfy the following conditions.

  By satisfying the condition of the equation (3), weight reduction can be achieved while suppressing the decrease in the rigidity and the cut resistance of the tire 1.

  Further, by satisfying the condition of the expression (4), the weight of the tire 1 can be reduced while sufficiently protecting the carcass 2. Conventional tire side rubber cages are thicker than 2.5 mm. Weight reduction of the tire 1 can be achieved by reducing the distance G1 to 2.5 [mm] or less than the conventional side rubber gauge. If the distance G1 is smaller than 1.0 [mm], the thickness of the side rubber 8 will be too thin, and the carcass 2 will not be sufficiently protected. By satisfying the conditions of the equations (3) and (4), weight reduction can be achieved while sufficiently protecting the carcass 2.

Second Embodiment
The second embodiment will be described. FIG. 8 shows an arrangement example of the convex portion 100 according to the present embodiment. FIG. 9 is an enlarged view of a part of FIG. In the example shown in FIG. 8 and FIG. 9, 24 [pieces] of convex portions 100 are provided. The plurality of protrusions 100 are inclined relative to the radiation LR such that the second end 102 is disposed in the designated rotational direction than the first end 101. Further, among the plurality of convex portions 100, a convex portion 100 and at least a portion of the convex portion 100 disposed adjacent to the convex portion 100 in the tire circumferential direction overlap in the tire radial direction.

  By arranging the adjacent convex portions 100 to overlap, the carcass 2 is sufficiently protected, and the rigidity of the side portion 7 in the tire radial direction is appropriately adjusted.

  FIG. 10 shows another arrangement example of the protrusions 100. As shown in FIG. In the example shown in FIG. 10, the convex part 100 is provided 48 [piece]. Also in the example shown in FIG. 10, adjacent convex parts 100 overlap.

  Thus, the number of convex portions 100 can be set arbitrarily. It is preferable that the number of the convex part 100 arrange | positioned in the tire circumferential direction in the side surface 8S is set in 10 or more and 50 or less. When the number of convex portions 100 is less than 10, the flow promotion effect and the rectification effect of the air can not be sufficiently obtained. When the number of the convex portions 100 exceeds 50, the convex portions 100 become air resistance, and also in this case, the flow promotion effect and the rectification effect of the air can not be sufficiently obtained. In addition, when the number of the convex portions 100 is too large, the weight of the tire 1 is increased. By setting the number of convex portions 100 to 10 or more and 50 or less, air resistance can be improved while suppressing an increase in the weight of the tire 1, and fuel consumption of the vehicle 500 can be reduced.

Third Embodiment
A third embodiment will be described. FIG. 11 shows an arrangement example of the convex portion 100 according to the present embodiment. FIG. 12 is an enlarged view of a part of FIG. In the embodiment described above, the convex portion 100 has a linear shape in a plane orthogonal to the rotation axis AX. As shown in FIG. 11 and FIG. 12, in the plane orthogonal to the rotation axis AX, the convex portion 100 may have a curved portion. Moreover, in one convex portion 100, a plurality of curved portions may be provided. In the example shown in FIGS. 11 and 12, 12 [pieces] of convex portions 100 are provided in the tire circumferential direction.

  Also in the present embodiment, the plurality of convex portions 100 have the same shape and size. All of the plurality of projections 100 are inclined with respect to the radiation LR with respect to the rotation axis AX such that the second end 102 is disposed in the rotational direction more than the first end 101. Further, the inclination angles θ of the plurality of convex portions 100 are the same.

  13 and 14 show another arrangement example of the convex portion 100. FIG. As shown in FIG. 13, 24 [pieces] may be provided in the circumferential direction of the tire, and as shown in FIG. 14, 36 [pieces] may be provided.

Fourth Embodiment
FIG. 15 is a view schematically showing the side surface 8S having the convex portion 100 according to the present embodiment. As shown in FIG. 15, the tire 1 includes a plurality of convex portions 100 arranged in the tire circumferential direction, and a plurality of concave portions 200 provided on the side surface 8S between the adjacent convex portions 100.

  The side surface 8S is dimpled. The recess 200 is circular, and the depth dimension of the recess 200 is smaller than the height dimension of the protrusion 100.

  By providing the concave portion 200 which is a dimple on the side surface 8S, the air resistance of the vehicle can be further suppressed, and fuel consumption can be reduced. By providing the concave portion 200 in addition to the convex portion 100, the air flowing from the front side to the rear side of the vehicle becomes turbulent. As a result, a turbulent boundary layer is generated around the tire 1, and the spread of air is suppressed. By suppressing the spread of the passing air, the air resistance of the vehicle can be reduced, and fuel consumption can be reduced.

  In the above embodiment, all of the plurality of convex portions 100 are arranged to include the tire maximum width position H. Among the plurality of projections 100, a part of the projections 100 may be disposed so as to include the tire maximum width position H, and a part of the projections 100 may be disposed so as not to include the tire maximum width position H.

  The configuration shown in the above embodiment shows an example of the contents of the present invention, and can be combined with another known technique, and one of the configurations is possible within the scope of the present invention. Parts can be omitted or changed.

<Example>
An evaluation test was performed on the tire 1 according to the present invention. The contents and results of the evaluation test will be described below.

(Evaluation test 1)
The evaluation test about above-mentioned (1) Formula and (2) Formula is demonstrated. In the evaluation test, an evaluation test was conducted to confirm the "cut resistance" and the "weight reduction ratio" for each of the cases where the conditions of the equations (1) and (2) are satisfied and not satisfied.

  “G1 / G2” is “0.09”, “0.10”, “0.11”, “0.50”, “0.99”, “1.00”, “1.01” When, “W1 / W3” is “0.79”, “0.80”, “0.81”, “0.85”, “0.90”, “0.94”, “0.95” The “cut resistance” and the “weight reduction ratio” were evaluated for “0.96”.

  For each tire 1, the range in which the convex portion 100 is provided in the tire radial direction is the same, the number of convex portions 100 arranged in the tire circumferential direction is the same, and the width in the lateral direction of the convex portion 100 is the same. is there. The range in which the protrusions 100 are provided in the tire radial direction is “0.3 × SH”, the number of protrusions 100 arranged in the tire circumferential direction is “30”, and the width of the protrusions 100 in the lateral direction is It was "3.0 mm".

  In the evaluation test of “cut resistance”, each tire 1 having the above-mentioned conditions is assembled on a regular rim, filled with a regular internal pressure, mounted on a test vehicle, and the traveling speed 20 [km / h] and the approach angle 30 On the curb with a height of 110 [mm] at [°], a crack (crack length and depth) generated in the side portion 7 of the tire 1 was observed. And based on this observation result, the tire 1 in which the crack was generated was made into "x", and the tire 1 in which the crack was not generated was made "o". When an evaluation result is "(circle)", it shows that it is excellent in cut resistance.

  In the evaluation test of "the weight reduction rate of the tire", the weight reduction rate of the tire 1 having the above-described respective conditions with respect to the conventional tire was evaluated based on the conventional tire without the convex portion 100. The tire total width S3 of the tire 1 having the above-described conditions and the tire total width of the conventional tire are the same. The tire 1 whose weight reduction ratio does not satisfy the specified value with respect to the conventional tire is set as “x”, and the tire 1 satisfying the specified value is set as “o”. When the evaluation result is “o”, it indicates that the tire weight reduction rate is excellent.

  The results of the evaluation test are shown in FIG. 16 to FIG. FIG. 16 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 0.09. FIG. 17 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 0.10. FIG. 18 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 0.11. FIG. 19 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 0.50. FIG. 20 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 0.99. FIG. 21 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 1.00. FIG. 22 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1 / G2” is 1.01.

  As shown in FIGS. 16 and 22, when the condition of the equation (2) is not satisfied, it can be confirmed that both the cut resistance and the tire weight reduction rate are defective.

  As shown in FIGS. 17 to 21, it is confirmed that both the cut resistance and the tire weight reduction ratio are good when the condition of the equation (1) is also satisfied when the condition of the equation (2) is satisfied. it can.

(Evaluation test 2)
The evaluation test about above-mentioned (3) Formula and (4) Formula is demonstrated. In the evaluation test, an evaluation test was conducted to confirm the "cut resistance" and the "weight reduction ratio" for each of the cases where the conditions of the equations (3) and (4) are satisfied and not satisfied.

  When "G1" is "0.99 mm", "1.00 mm", "1.01 mm", "2.00 mm", "2.49 mm", "2.50 mm", "2.51 mm" , “W1 / W3” are “0.79”, “0.80”, “0.81”, “0.85”, “0.90”, “0.94”, “0.95”, For "0.96", "cut resistance" and "weight reduction rate of tire" were evaluated.

  The contents and procedure of the evaluation test of “cut resistance” and “weight reduction rate of tire” are the same as in the evaluation test 1.

  The results of the evaluation test are shown in FIG. 23 to FIG. FIG. 23 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 0.99 mm. FIG. 24 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 1.00 mm. FIG. 25 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 1.01 mm. FIG. 26 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 2.00 mm. FIG. 27 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 2.49 mm. FIG. 28 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 2.50 mm. FIG. 29 shows the “cut resistance” and the “weight reduction ratio” when “W1 / W3” is changed when “G1” is 2.51 mm.

  As shown in FIGS. 23 and 29, when the condition of the equation (4) is not satisfied, it can be confirmed that both the cut resistance and the tire weight reduction rate are defective.

  As shown in FIG. 24 to FIG. 28, it is confirmed that both the cut resistance and the tire weight reduction rate are good when the condition of the equation (3) is also satisfied when the condition of the equation (4) is satisfied. it can.

(Evaluation test 3)
The evaluation test about the convex part 100 being provided in "the range of 0.1 * SH or more and 0.4 * SH or less" regarding a tire radial direction is demonstrated. In the evaluation test, an evaluation test for confirming the "weight" and "tire rigidity" of the tire was performed for each of the cases where "the range from 0.1 × SH to 0.4 × SH" was satisfied and the case not satisfied. .

  The numerical value x by which the section height SH is multiplied is “0.09”, “0.10”, “0.11”, “0.39”, “0.40”, “0.41”, “0.50. "Weight" and "tire rigidity" were evaluated about "when it is 0.60".

  In the evaluation test of "weight", when the weight of the tire 1 when the size of the convex portion 100 is increased or decreased satisfies the specified value is "o", and when the specified value is not satisfied is "x".

  In the evaluation test of "tire rigidity", the tire 1 having the above-mentioned conditions is assembled to a normal rim, a normal internal pressure is filled, and a drum tester at a speed of 120 [km / h] and a load load of 5 [kN] Driving is started, and the test is performed until the tire 1 is broken while the speed is increased every 10 [km / h] every 24 hours, and the traveling distance at the time of breakage is measured. Then, based on this measurement, when the travel distance satisfies the specified value is defined as “o”, and when the specified value is not satisfied, it is determined as “x”.

  About each tire 1, the number of the convex parts 100 arrange | positioned in a tire peripheral direction is the same, and the width | variety of the transversal direction of the convex part 100 is the same. The number of convex portions 100 arranged in the tire circumferential direction is “30”, and the width in the short direction of the convex portions 100 is “3.0 mm”. Further, “W1 / W3” is a value (0.9) satisfying the conditions of the above-mentioned equations (1) and (3), and “G1 / G2” is a condition of the above-mentioned equation (2). It is a satisfying value (0.5), and "G1" is a value (1.5 mm) satisfying the condition of the above-mentioned equation (4).

  FIG. 30 shows the results of the evaluation test. As shown in FIG. 30, when the numerical value x is larger than 0.4, although the tire rigidity is good, the weight exceeds the specified value. In addition, when the numerical value x was larger than 0.4, although the weight increased, no significant improvement in tire rigidity was observed. When the numerical value x is smaller than 0.1, although the weight of the tire 1 is reduced, the tire rigidity does not satisfy the specified value. From this, by suppressing the weight of the tire 1 by the convex portion 100 satisfying “the range of 0.1 × SH or more and 0.4 × SH or less” in the tire radial direction, “the rigidity reduction suppression which is a function of the convex portion” It has been confirmed that the decrease in function can be suppressed.

(Evaluation test 4)
The evaluation test about the number of the convex part 100 arrange | positioned in a tire circumferential direction being "10 or more and 50 or less" is demonstrated. In the evaluation test, "weight reduction" of the tire 1 and "fuel consumption" of the vehicle on which the tire 1 is mounted are confirmed for each of the cases where the number of convex portions 100 satisfies "10 or more and 50 or less" and not satisfied. An evaluation test was conducted.

  When the number of convex portions 100 is “9”, “10”, “11”, “49”, “50”, and “51”, “weight reduction” and “fuel consumption” were evaluated.

  In the evaluation test of "weight reduction", when the weight of the tire 1 when the number of convex portions 100 is increased or decreased satisfies the specified value is "o", and when the specified value is not satisfied is "x".

  In the evaluation test of "fuel consumption", the tire 1 having each of the above-mentioned conditions is assembled on a regular rim, filled with a regular internal pressure, mounted on a test vehicle, and traveled at 1000 km at a traveling speed of 40 km / h. The fuel consumption was measured when the vehicle was driven. When the fuel consumption satisfies the specified value is "○", and when the specified value is not satisfied "X".

  The range in which the convex portion 100 is provided in the tire radial direction is the same for each tire 1, and the width in the lateral direction of the convex portion 100 is the same. The range in which the convex portion 100 is provided in the tire radial direction is “0.3 × SH”, and the width in the lateral direction of the convex portion 100 is “3.0 mm”. Further, “W1 / W3” is a value (0.9) satisfying the conditions of the above-mentioned equations (1) and (3), and “G1 / G2” is a condition of the above-mentioned equation (2). It is a satisfying value (0.5), and "G1" is a value (1.5 mm) satisfying the condition of the above-mentioned equation (4).

  FIG. 31 shows the results of the evaluation test. As shown in FIG. 31, it was confirmed that the weight of the tire 1 did not satisfy the specified value and the fuel consumption also deteriorated when the number of the convex portions 100 was less than 10 and more than 50, respectively.

(Evaluation test 5)
The evaluation test about the width of the short direction of convex part 100 being "0.5 [mm] or more and 5.0 [mm] or less" is explained. In the evaluation test, the “weight reduction” of the tire 1 and the case where the width in the short direction of the convex portion 100 satisfies “0.5 [mm] or more and 5.0 [mm] or less” or not satisfied An evaluation test was conducted to confirm the "fuel consumption" of the vehicle on which the tire 1 was mounted.

  "Weight reduction" and when the width in the short direction of the convex portion 100 is "0.49 mm", "0.50 mm", "4.99 mm", "5.00 mm", "5.01 mm" We evaluated the "fuel efficiency".

  In the evaluation test of "weight reduction", when the weight of the tire 1 when the dimension of the width in the width direction of the convex portion 100 is increased or decreased satisfies the specified value, it is "○" and the time when the specified value is not satisfied It was "x".

  In the evaluation test of "fuel consumption", the tire 1 having each of the above-mentioned conditions is assembled on a regular rim, filled with a regular internal pressure, mounted on a test vehicle, and traveled at 1000 km at a traveling speed of 40 km / h. The fuel consumption was measured when the vehicle was driven. When the fuel consumption satisfies the specified value is "○", and when the specified value is not satisfied "X".

  The range in which the projections 100 are provided in the tire radial direction is the same for each tire 1, and the number of the projections 100 disposed in the tire circumferential direction is the same. The range in which the protrusions 100 are provided in the tire radial direction is “0.3 × SH”, and the number of the protrusions 100 disposed in the tire circumferential direction is “30”. Further, “W1 / W3” is a value (0.9) satisfying the conditions of the above-mentioned equations (1) and (3), and “G1 / G2” is a condition of the above-mentioned equation (2). It is a satisfying value (0.5), and "G1" is a value (1.5 mm) satisfying the condition of the above-mentioned equation (4).

  FIG. 32 shows the results of the evaluation test. As shown in FIG. 32, in the case where the width in the width direction of the convex portion 100 is smaller than 0.5 mm and larger than 5.0 mm, the weight of the tire 1 has a specified value. It was not satisfied and it was confirmed that the fuel consumption also deteriorated.

1 Tire (Pneumatic tire)
2 carcass 3 belt layer 4 belt cover 5 bead portion 6 tread rubber 7 side portion 8 side rubber 8S side surface 9 side wall portion 10 tread portion 11 tread surface (step surface)
12 land portion 13 center portion 14 shoulder portion 15 groove 21 carcass main portion 21S carcass outer surface 22 carcass folded portion 31 first belt ply 32 second belt ply 51 bead core 52 bead filler 100 convex portion 100S convex portion outer surface 101 first end portion 102 Second end portion 200 recessed portion 500 vehicle 501 traveling device 502 vehicle body 503 engine 504 wheel 505 axle 506 steering device 507 brake device 600 mark AX rotation axis CL tire center (tire equatorial plane)
E Carcass maximum width position H tire maximum width position F convex portion maximum width position LP parallel line OD tire outer diameter R rim check line RD tire rim diameter RS road surface S1 carcass cross section width S2 tire cross section width S3 tire total width SH cross section height T ground End TW1 tread contact width TW2 tread deployment width

Claims (8)

A pneumatic tire that is rotatable in a designated rotational direction about a rotational axis, and has side portions disposed on both sides of the tread portion in the tread portion and the tire width direction,
A carcass main body, and a carcass having a carcass folded portion formed by being folded back at a bead core;
A side rubber connected to the carcass outer surface of the carcass main body and having a side surface on which the tire maximum width position is located;
A plurality of convex portions connected to the side surface, protruding from the side surface, and having the same shape and dimensions arranged in the tire circumferential direction;
Equipped with
At least one protrusion of the plurality of protrusions is connected to the side surface so as to include the tire maximum width position,
Each of the plurality of protrusions has a first end, and a second end disposed outside the first end in the tire radial direction,
In a plane orthogonal to the rotation axis, the distance between the first end and the second end is larger than the width in the short direction of the convex portion,
The tire center in the tire width direction is CL,
An intersection point of a parallel line LP parallel to the rotation axis passing through the tire maximum width position and the carcass outer surface is P1,
An intersection point between the parallel line LP and the side surface is P2,
The intersection point between the parallel line LP and the outer surface of the convex portion of the convex portion, which is disposed on the outermost side in the tire width direction, is P3,
The distance between the tire center CL and the intersection point P1 in the direction parallel to the rotation axis is W1,
The distance between the tire center CL and the intersection point P2 in the direction parallel to the rotation axis is W2,
The distance between the tire center CL and the intersection point P3 in a direction parallel to the rotation axis is W3,
The distance between the intersection point P1 and the intersection point P2 is G1,
A distance between the intersection point P2 and the intersection point P3 is G2,
And when
0.80 ≦ W1 / W3 ≦ 0.95, and
0.1 ≦ G1 / G2 ≦ 1,
Satisfy the conditions of
The plurality of protrusions are inclined relative to the radiation with respect to the axis of rotation, such that the second end is disposed in the rotational direction more than the first end.
Pneumatic tire. A pneumatic tire that is rotatable in a designated rotational direction about a rotational axis, and has side portions disposed on both sides of the tread portion in the tread portion and the tire width direction,
A carcass main body, and a carcass having a carcass folded portion formed by being folded back at a bead core;
A side rubber connected to the carcass outer surface of the carcass main body and having a side surface on which the tire maximum width position is located;
A plurality of convex portions connected to the side surface, protruding from the side surface, and having the same shape and dimensions arranged in the tire circumferential direction;
Equipped with
At least one protrusion of the plurality of protrusions is connected to the side surface so as to include the tire maximum width position,
Each of the plurality of protrusions has a first end, and a second end disposed outside the first end in the tire radial direction,
In a plane orthogonal to the rotation axis, the distance between the first end and the second end is larger than the width in the short direction of the convex portion,
The tire center in the tire width direction is CL,
An intersection point of a parallel line LP parallel to the rotation axis passing through the tire maximum width position and the carcass outer surface is P1,
An intersection point between the parallel line LP and the side surface is P2,
The intersection point between the parallel line LP and the outer surface of the convex portion of the convex portion, which is disposed on the outermost side in the tire width direction, is P3,
The distance between the tire center CL and the intersection point P1 in the direction parallel to the rotation axis is W1,
The distance between the tire center CL and the intersection point P2 in the direction parallel to the rotation axis is W2,
The distance between the tire center CL and the intersection point P3 in a direction parallel to the rotation axis is W3,
The distance between the intersection point P1 and the intersection point P2 is G1,
A distance between the intersection point P2 and the intersection point P3 is G2,
And when
0.80 ≦ W1 / W3 ≦ 0.95, and
1.0 [mm] ≦ G1 ≦ 2.5 [mm],
Satisfy the conditions of
The plurality of protrusions are inclined relative to the radiation with respect to the axis of rotation, such that the second end is disposed in the rotational direction more than the first end.
Pneumatic tire. All of the plurality of convex portions are connected to the side surface so as to include the tire maximum width position.
The pneumatic tire according to claim 1 or 2. Among the plurality of convex portions, the first convex portion and at least a portion of the second convex portion disposed adjacent to the first convex portion in the tire circumferential direction overlap in the tire radial direction,
The pneumatic tire according to any one of claims 1 to 3. Assuming that the tire cross-sectional height indicating the distance between the innermost inner end and the outermost outer end in the tire radial direction is SH,
The convex portion is connected to the side surface so as to include the tire maximum width position, and is provided in a size range of 0.1 × SH or more and 0.4 × SH or less with respect to the tire radial direction.
The pneumatic tire according to any one of claims 1 to 4. The number of the convex portions disposed in the tire circumferential direction on the side surface is 10 or more and 50 or less.
The pneumatic tire according to any one of claims 1 to 5. The width in the lateral direction of the convex portion is 0.5 mm or more and 5.0 mm or less.
The pneumatic tire according to any one of claims 1 to 6. A plurality of concave portions provided on the side surface between the adjacent convex portions,
The pneumatic tire according to any one of claims 1 to 7.

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