JP2006347455A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the motion performance of the tire by setting a carcass line on a side wall part asymmetrically in the right and left in a pneumatic tire having a plurality of tire air chambers. <P>SOLUTION: One side curvature of radius SRI is set larger the other side curvature of radius SRO in the curvature of radius of an outside carcass 21. Since the lateral force F from the outside of the tire mounted to the vehicle toward the inside is generated in straight running by making the curvature of radius SRI side be the inside of the tire mounted to the vehicle and making the curvature of radius SRO side be the outside of the tire mounted to the vehicle, the manueveability of the vehicle becomes very good. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a pneumatic tire in which a plurality of tire air chambers are formed when mounted on a rim.

The conventional tire chamber that can be filled with air obtained when a general tire is mounted on a rim has been one chamber, but at least one partition wall is provided on the inner side of the tire and is independent from the rim. Tires in which a plurality of tire air chambers are formed have also been developed (see Patent Document 1).
JP 2003-39914 A

  However, the above-described conventional example only discloses that a plurality of tire air chambers are formed by providing the partition walls, and there is no suggestion about the setting of the carcass line in the sidewall portion. Absent.

  In view of the above facts, an object of the present invention is to improve tire motion performance by setting a carcass line in a sidewall portion to be asymmetrical in a pneumatic tire having a plurality of tire air chambers.

  In a pneumatic tire in which, for example, two partition walls are provided and three air chambers are formed when the rim is mounted, the main air chamber on the inner side in the tire width direction mainly shares the belt tension and is located on both sides in the tire width direction. The first auxiliary air chamber and the second auxiliary air chamber share the carcass tension of the sidewall portion, and the internal pressure of each air chamber can be set independently.

  For this reason, for example, by setting the internal pressure of the main air chamber to be lower than the normal internal pressure of the conventional tire and setting the internal pressure of the first sub air chamber and the second sub air chamber to be higher than the normal internal pressure of the conventional tire, It is possible to control the balance of tire stiffness, which is impossible with conventional tires, such as increasing the lateral stiffness (lateral spring) while lowering the stiffness (vertical spring).

  The three air chamber tire is a tire having such characteristics. However, as a result of further research, the left and right auxiliary air chambers (the first auxiliary air chamber and the second auxiliary air chamber) are set to different internal pressures. It has been newly verified that lateral force is generated mainly from the low pressure side to the high pressure side when going straight. This is because the tension stiffness of the left and right outer sidewalls and the left and right bulkheads is asymmetric on both sides of the tire equator, resulting in asymmetric contact pressure distribution. As a result, the lateral force (lateral force) when running straight Is considered to occur.

  In addition, when a normal tire rolls with a slip angle and a camber angle of 0, a price tear force and a consistency force are generated as uniformity components, but this time also when subtracting those contributions The existence of the generated lateral force was verified. Since this lateral force acts in the same direction as the lateral force generated when a negative camber angle is given to the tire, it will be referred to as “pseudo camber thrust” for convenience.

  Furthermore, in the case of a three-chamber internal pressure combination in which a sufficient lateral force is generated from the outside of the vehicle to the inside of the vehicle by a steering stability test conducted with tires attached to the test vehicle, the steering stability Is newly verified to be very good. This improvement in steering stability is almost the same as when the wheels are set to toe-in in terms of vehicle alignment, and the improvement in motion performance can be explained by a mechanism almost the same as that of toe-in.

Accordingly, the invention of claim 1 includes a pair of left and right outer bead portions in which bead cores are embedded, a sidewall portion extending outward in the tire radial direction from the outer bead portion, a tread portion connected to the sidewall portion, and the outer side. A tire in at least one of the sidewall portion and the tread portion is provided between the outer carcass locked to the bead portion and the pair of left and right outer bead portions so as to be spaced apart from each other in the tire width direction. An inner bead portion extending from the inner base portion toward the inner side in the tire radial direction and provided at the inner end in the tire radial direction contacts the rim, and independent tire chambers are provided between the rim and the rim when mounted on the rim. A pneumatic tire having one or more partition walls formed in the tire width direction,
The height from the rim base line to the maximum position in the tire radial direction at the outer bead portion is defined as the tire cross-section height SH, and the height in the tire radial direction from the rim base line to the position of the tire cross-section width SW is defined as the tire cross-section width position. Assuming that the height MH, in the tire width direction cross section, the curvature radius of the outer carcass in the range of 40 to 60% of the tire cross section height SH from the tire cross section width position height MH to both sides in the tire radial direction, respectively, Is characterized in that the curvature radius SRI of is larger than the other curvature radius SRO.

  Here, the radii of curvature SRI and SRO are assumed to be in a no-load state by assembling the tire on a rim corresponding to a normal rim, filling the tire air chambers with an internal pressure corresponding to a normal internal pressure. “Regular rim” means, for example, the standard rim in the applicable size specified in the 2004 version of YEAR BOOK issued by JATMA. “Regular internal pressure” is similarly defined in the 2004 version of YEAR BOOK issued by JATMA. It refers to the maximum load and the air pressure for the maximum load in the specified application size / ply rating. When the TRA standard or ETRTO standard is applied at the place of use or manufacturing, the respective standards are followed.

  The lower limit of the range in which the radius of curvature of the outer carcass is compared is 40% of the tire cross-section height SH on both sides in the tire radial direction from the tire cross-section width position height MH. This is because it is too close to the rim flange portion of the wheel fitting portion and the deformation of the sidewall portion is constrained, which is not preferable in generating lateral force (pseudo camber thrust). Further, the upper limit of the comparison range is set to 60% of the tire cross-section height SH from the tire cross-section width position height MH to both sides in the tire radial direction. This is because the deformation of the sidewall portion is also constrained, which is not preferable in generating a lateral force.

  In the pneumatic tire according to claim 1, for the curvature radius of the outer carcass in the range of 40 to 60% of the tire cross-section height SH on both sides in the tire radial direction from the tire cross-section width position height MH, the curvature radius SRI is set to the curvature radius SRI. Since it is set larger than the radius SRO, the carcass line becomes asymmetric in the left and right sidewall portions, and the rigidity of the sidewall portion on the curvature radius SRI side is higher than the rigidity of the sidewall portion on the curvature radius SRO side.

  For this reason, the contact pressure distribution becomes asymmetrical, and a lateral force (pseudo camber thrust) is generated from the curvature radius SRO side toward the curvature radius SRI side when traveling straight. Therefore, by setting the curvature radius SRI side as the vehicle mounting inner side and the curvature radius SRO side as the vehicle mounting outer side, this lateral force is generated from the vehicle mounting outer side to the inner side, so that the steering stability is very good.

  According to a second aspect of the present invention, in the pneumatic tire according to the first aspect, the curvature radius SRO and the curvature radius SRI satisfy a relationship of 30 mm ≦ SRO <SRI ≦ 100 mm.

  Here, SRO ≦ SRI is set such that when SRO> SRI, the curvature radius SRI side is set to the vehicle mounting inner side, the curvature radius SRO side is set to the vehicle mounting outer side, and the internal pressures of the respective tire chambers are all set to be the same. In this case, the lateral force (pseudo camber thrust) acts from the inside to the outside of the vehicle, and this causes a reduction in motion performance similar to the case of toe-out when compared to vehicle alignment. This is because it is a safety problem.

  Further, SRO ≧ 30 mm is set such that if SRO <30 mm, the radius of curvature of the outer carcass at the tire cross-sectional width position is too small, and the minimum radius of curvature of the outer carcass in the sidewall portion immediately below the load during tire rolling As a result, the carcass cord is fatigued and the strength reduction is promoted, resulting in early failure of the tire in many cases. The same applies to SRI <30 mm.

  Further, SRI ≦ 100 mm is set such that when SRI> 100 mm, the curvature radius SRI side is the vehicle mounting inner side and the curvature radius SRO side is the vehicle mounting outer side, the side wall portion on the vehicle mounting inner side is considerably high rigidity. As a result, the total vertical rigidity (so-called vertical spring) of the tire is increased, which is not preferable because the vibration input increases when the tire passes over the protrusion during traveling. The same applies to the case of SRO> 100 mm.

  In the pneumatic tire according to claim 2, since an appropriate setting is made for the curvature radii SRO and SRI of the outer carcass, without causing a failure from the sidewall portion, and while ensuring vibration riding comfort, Steering stability can be improved.

  According to a third aspect of the present invention, in the pneumatic tire according to the first or second aspect, the radius from the tire center to the rim base line of the outer bead portion is RO, and the rim of the inner bead portion is from the tire center. If the radius to the baseline is RI, 0 <RO-RI <50 mm.

  When the relationship between the radius RO of the outer bead portion and the radius RI of the inner bead portion is RO = RI, the tall hump for preventing the inner bead portion formed on the partition wall from moving outward in the tire axial direction. It is necessary to use a rim provided with a portion, and the assembling work must be very difficult. Further, when RO-RI ≧ 50 mm, it is difficult and unrealistic to manufacture a tire using the current tire manufacturing method.

  Further, when the relationship between the radius RO of the outer bead portion and the radius RI of the inner bead portion becomes RO−RI ≧ 50 mm, the radius of the inner bead portion becomes too small with respect to the radius of the outer bead portion, and accordingly the rim As a result, the diameter of the brake that can be mounted inside the rim is reduced. This is not preferable because it may cause a decrease in vehicle motion performance.

  Therefore, it is preferable to satisfy 0 <RO-RI <50 mm because it is possible to prevent inconvenience as described above.

  According to a fourth aspect of the present invention, when the pneumatic tire according to any one of the first to third aspects is mounted on a vehicle, the side having the curvature radius SRI is directed toward the inside of the vehicle, and the curvature radius SRO is set. It is characterized in that it is mounted with its side facing the outside of the vehicle.

  In the pneumatic tire according to any one of claims 1 to 3, a lateral force (pseudo camber thrust) is generated from the side having the curvature radius SRO toward the side having the curvature radius SRI when traveling straight. When mounting the pneumatic tire on a vehicle as in the method for mounting a pneumatic tire according to claim 4, the side having the curvature radius SRI is directed toward the inside of the vehicle, and the side having the curvature radius SRO is directed toward the outside of the vehicle. When the vehicle is mounted facing, lateral force is generated from the vehicle mounting outer side toward the inner side, and as a result, the steering stability of the vehicle can be made very good.

  As described above, according to the pneumatic tire of the present invention, the tire movement performance can be improved by setting the carcass line in the sidewall portion to be asymmetrical in the left-right direction.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, a pneumatic tire 10 according to this embodiment includes an outer bead portion 12, a sidewall portion 14, a tread portion 16 connected to the sidewall portion 14, a partition wall 18, an outer carcass 21, and an inner carcass. 22, and a belt layer 40 is disposed on the lower layer (inner side in the tire radial direction) of the tread portion 16 in the same manner as a general tire.

  A pair of outer bead portions 12 are provided on the left and right sides of the tire equatorial plane CL, and the bead cores 30 are embedded therein. The sidewall portions 14 are formed so as to extend outward from the pair of left and right outer bead portions 12 in the tire radial direction.

  The partition walls 18 are provided between the pair of left and right outer bead portions 12 so as to be spaced apart from the outer bead portions 12 in the tire width direction, for example, on the left and right sides of the tire equatorial plane CL. At least one is formed to extend inward in the tire radial direction from the base portion 20 on the tire inner surface side. When the pneumatic tire 10 is mounted on the rim 26 and the inner bead portion 24 provided at the inner end in the tire radial direction is brought into contact with the rim 26, the partition wall 18 is independent of the tire rim 26. Chambers (a total of three air chambers including the main air chamber 28 and the first sub air chamber 31 and the second sub air chamber 32 on both sides thereof) are formed in the tire width direction.

  The inner carcass 22 is disposed in a toroidal shape between inner bead portions 24 formed at inner ends in the tire radial direction of the pair of left and right partition walls 18, with respect to the bead core 34 disposed on the inner bead portion 24. Each end is rolled back from the inside to the outside. The inner carcass 22 may be wound around the bead core 34 from the outside to the inside.

  The outer carcass 21 is disposed so as to straddle between the outer bead portions 12, and is wound around the bead core 30 disposed in the outer bead portion 12 from the inner side to the outer side and terminates.

  As shown in the figure, the outer carcass 21 is disposed so as to cover the outer side of the inner carcass 22 in the tire radial direction, and is a lower layer of the tread portion 16 between the pair of left and right partition walls 18 (more specifically, a lower layer of the belt layer 40). ) And the inner carcass 22. Note that the arrangement of the carcass is not limited to this.

  Comparing the carcass lines of the outer carcass 21 in the side wall portions 14 on both sides, in the pneumatic tire 10, the radius of curvature is set larger on the inner side of the vehicle than on the outer side of the vehicle, and the carcass line is asymmetrical to the left and right. .

  Specifically, the height from the rim base line BLO to the maximum position in the tire radial direction in the outer bead portion 12 is defined as the tire cross-section height SH, and the tire radial height from the rim base line BLO to the position of the tire cross-section width SW. Is the tire cross-section width position height MH, in the tire cross-section in the tire width direction, the curvature of the outer carcass 21 in the range of 40 to 60% of the tire cross-section height SH on both sides in the tire radial direction from the tire cross-section width position height MH. Regarding the radius, the curvature radius SRI inside the vehicle is set larger than the curvature radius SRO outside the vehicle. Here, the curvature radii SRI and SRO are set such that the tire is assembled to a rim corresponding to a normal rim, and the internal pressure corresponding to the normal internal pressure is set to each tire air chamber (main air chamber 28, first sub air chamber 31, and second sub air chamber 32). In a no-load state.

  The lower limit of the range in which the curvature radius of the outer carcass is compared between the outer side and the inner side of the vehicle is 40% of the tire cross-section height SH from the tire cross-section width position height MH to both sides in the tire radial direction. Otherwise, the comparison range is too close to the rim flange 26F of the wheel fitting portion, and the deformation of the sidewall portion 14 is constrained, which is not preferable in generating the lateral force F (pseudo camber thrust). is there. The upper limit of the comparison range is 60% of the tire cross-section height SH on both sides in the tire radial direction from the tire cross-section width position height MH. This is because the deformation of the sidewall portion 14 is constrained and is not preferable in generating the lateral force F.

  Further, the curvature radii SRO and SRI are set so as to satisfy the relationship of 30 mm ≦ SRO <SRI ≦ 100 mm. Here, SRO ≦ SRI is set such that if SRO> SRI, the lateral force (pseudo camber thrust) is directed from the vehicle mounting inner side to the outer side when all the internal pressures of the tire chambers are set to be the same. This is because, if this is compared to the alignment of the vehicle, the same movement performance as when toe-out is deteriorated, which causes a safety problem.

  Further, SRO ≧ 30 mm is set such that if SRO <30 mm, the radius of curvature SRO of the outer carcass 21 at the tire cross-sectional width position is too small, and the outer carcass 21 in the sidewall portion 14 immediately below the load during tire rolling The minimum radius of curvature portion is locally bent and deformed, and as a result, the carcass cord (not shown) is fatigued and the strength reduction is promoted, often causing an early failure of the tire. The same applies to SRI <30 mm.

  Further, SRI ≦ 100 mm is set such that when SRI> 100 mm, the side wall portion 14 on the inner side of the vehicle is considerably rigid, and as a result, the total vertical rigidity (so-called vertical spring) of the tire is increased. This is because the vibration input becomes large when the tire passes over the protrusion during traveling. The same applies to the case of SRO> 100 mm.

  The curvature radii SRO and SRI are defined at the center of the thickness of the outer carcass 21, and when the outer carcass 21 is composed of a plurality of layers, it is defined at the center of the total thickness. When the curvature radii SRO and SRI are not single in the range of 40 to 60% of the tire cross-section height SH from the tire cross-section width position height MH to both sides in the tire radial direction, an average value is assumed.

  In the pneumatic tire 10, the inner diameter of the inner bead portion 24 is smaller than the inner diameter of the outer bead portion 12. Specifically, assuming that the radius from the tire center (not shown) to the rim base line BLO of the outer bead portion 12 is RO and the radius from the tire center to the rim base line BLI of the inner bead portion 24 is RI, 0 <RO− RI <50 mm.

  When the relationship between the radius RO of the outer bead portion 12 and the radius RI of the inner bead portion 24 is RO = RI, the inner bead portion 24 formed on the partition wall 18 is prevented from moving outward in the tire axial direction. A rim provided with a tall hump part must be used, and the assembly work must be very difficult. Further, when RO-RI ≧ 50 mm, it is difficult and unrealistic to manufacture a tire using the current tire manufacturing method.

  Furthermore, when the relationship between the radius RO of the outer bead portion 12 and the radius RI of the inner bead portion 24 is RO−RI ≧ 50 mm, the radius of the inner bead portion 24 becomes too small with respect to the radius of the outer bead portion 12, Accordingly, the radius of the rim is reduced, and as a result, the diameter of the brake that can be mounted on the inner side of the rim is reduced. This is not preferable because it may cause a decrease in vehicle motion performance.

  Therefore, it is preferable to satisfy 0 <RO-RI <50 mm because it is possible to prevent inconvenience as described above.

  In the pneumatic tire 10, since the inner bead portion 24 has an inner diameter smaller than the inner diameter of the outer bead portion 12, the rim 26 for mounting the pneumatic tire 10 has the pneumatic tire 10. It is necessary to be configured so that the tire 10 can be correctly attached.

  For this reason, the rim 26 is provided with a pair of left and right outer bead seats 26A that respectively contact the inner peripheral surfaces of the pair of left and right outer bead portions 12, and a step portion 26D on the inner side in the rim axial direction of each of the outer bead sheets 26A. A pair of left and right inner bead sheets 26B which are set to have a smaller diameter than the outer bead sheet 26A and come into contact with the inner peripheral surfaces of the pair of left and right inner bead parts 24, and one of the pair of left and right inner bead sheets 26B. A drop portion 26C provided between the other and set to have a smaller diameter than the inner bead sheet 26B is provided.

  The configuration of the rim 26 will be described in more detail. The outer bead sheet 26 </ b> A is formed according to the inner diameter of the outer bead portion 12, and the inner bead sheet 26 </ b> B is formed according to the inner diameter of the inner bead portion 24. In this example, as described above, since the inner diameter of the outer bead portion 12 is larger than the inner diameter of the inner bead portion 24, the inner bead sheet 26B is set to have a smaller diameter than the outer bead sheet 26A. Has been.

  A flange 26F that prevents the outer bead portion 12 from being pushed outward in the tire width direction is formed on the outer side in the axial direction of the outer bead sheet 26A, and is formed between the inner bead sheet 26B and the outer bead sheet 26A. Is formed with a step portion 26D that functions to prevent the inner bead portion 24 from being pushed outward in the tire width direction.

  Further, at the center in the axial direction of the rim 26, a drop portion (well) 26C in which the diameter of the groove bottom is smaller than that of the inner bead sheet 26B is provided.

  Although not shown, the rim 26 has an air valve for filling the first auxiliary air chamber 31 with gas, an air valve for filling the second auxiliary air chamber 32 with gas, and the main air chamber 28. Air valves for filling the gas are provided.

  The tire / rim assembly 51 is configured by mounting the pneumatic tire 10 on the rim 26.

(Function)
In the rim 26 in the tire / rim assembly 51, the radius RO of the outer bead portion 12 is set larger than the radius RI of the inner bead portion 24, and the drop portion 26C is provided in the middle portion. When the tire 10 is mounted, the outer bead portion 12 and the inner bead portion 24 can be dropped into the drop portion 26C, and the pneumatic tire 10 is assembled to the rim 26 in the same manner as the conventional pneumatic tire assembly. Work is easy.

  Further, the tire width of the inner bead portion 24 is determined by the difference in diameter between the outer bead seat 26A to which the outer bead portion 12 is attached and the inner bead seat 26B to which the inner bead portion 24 is attached. Since the step portion 26D that prevents the movement outward in the direction is formed, the inner bead portion 24 is caught when the rim is assembled, and the tall hump portion that deteriorates workability is placed outside the inner bead portion 24 in the tire width direction. There is no need to form the rim, and rim assembly is facilitated.

  Further, as a basic function of the tire / rim assembly 51 of the present embodiment, a first auxiliary air chamber 31, a main air chamber 28, which are partitioned by a partition wall 18 between the pneumatic tire 10 and the rim 26, In addition, since the second auxiliary air chamber 32 is formed in the tire width direction, any of the puncture on the ground contact surface due to the nailing of the tread portion 16 or the puncture of the sidewall portion 14 due to curb rubbing, etc. Since the two unpunctured air chambers support the load, although the tire height is slightly reduced, the steering stability and the vibration ride are slightly deteriorated, the vehicle can continue to travel safely without problems.

  In the pneumatic tire 10, the curvature radius SRO of the outer carcass 21 is set to be larger than the curvature radius SRI, so that the rigidity of the sidewall portion 14 on the inner side of the vehicle is moderately higher than that on the inner side of the vehicle. As a result, it is possible to generate a lateral force F (pseudo camber thrust) from the vehicle width direction outer side (vehicle mounting outer side) to the inner side (vehicle mounting inner side) when traveling straight. When such a lateral force F is generated, the steering stability of the vehicle becomes very good. This improvement in steering stability is almost the same as if the wheels were set to toe-in in terms of vehicle alignment, and the motion performance is improved by a mechanism that is almost the same as that of toe-in.

  Further, since the ranges of the curvature radii SRO and SRI of the outer carcass are also set appropriately, the magnitude of the lateral force F is good, and there is no failure from the side wall portion 14 during running, and further vibration riding. Comfort can also be secured.

(Test example)
The tires according to the conventional examples shown in Tables 1 and 2 and Comparative Examples 1 to 3 and Examples 1 to 3 were mounted on an actual vehicle, and tests on steering stability, vibration ride comfort and durability were performed. The tire size is 255 / 55R17, and the tire structure is as shown in FIG. For the test of steering stability and vibration ride comfort, the internal pressure of all three chambers was 200 kPa.

  Steering stability was evaluated by scoring the driving feeling during driving with a plurality of test drivers and calculating the average value. The result shown in Table 1 is an index when the scoring average value of the conventional example is set to 100, and the larger the value, the better the result.

  The durability was evaluated based on the running time until a failure occurred in the tire based on a tire durability test of JIS standard (based on D4230: 1998 6.3 durability test). The result shown in Table 1 is an index when the conventional example is set to 100, and the larger the value, the slower the occurrence of the failure and the better the result.

  According to this test example, in Comparative Examples 1 to 3, any of the steering stability, vibration ride comfort, and durability is worse than that of the conventional example. On the other hand, in Examples 1-3, the result more than a prior art example is obtained about any item.

1 is a cross-sectional view of a tire / rim assembly in which a pneumatic tire is mounted on a rim.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Pneumatic tire 12 Outer bead part 14 Side wall part 16 Tread part 18 Partition 20 Base 21 Outer carcass 24 Inner bead part 26 Rim 28 Main air chamber (tire air chamber)
30 Bead core 31 First auxiliary air chamber (tire air chamber)
32 Second auxiliary air chamber (tire air chamber)
34 Bead Core BLI Rim Baseline BLO Rim Baseline

Claims (4)

A pair of left and right outer bead parts with embedded bead cores;
Sidewall portions extending outward from the outer bead portion in the tire radial direction,
A tread portion connected to the sidewall portion;
An outer carcass locked to the outer bead portion;
The outer bead portion is provided between the pair of left and right outer bead portions so as to be spaced apart in the tire width direction, and extends inward in the tire radial direction from a base portion on the tire inner surface side in at least one of the sidewall portion and the tread portion. The inner bead portion provided at the inner end in the tire radial direction contacts the rim, and at least one partition wall that forms a plurality of independent tire air chambers in the tire width direction between the inner rim and the rim when the inner bead is attached to the rim. A pneumatic tire having a pneumatic tire,
The height from the rim base line to the maximum position in the tire radial direction at the outer bead portion is defined as the tire cross section height SH, and the tire radial direction height from the rim base line to the position of the tire cross section width SW is defined as the tire cross section width position. If the height is MH,
In the tire width direction cross section, the curvature radius of the outer carcass in the range of 40 to 60% of the tire cross section height SH from the tire cross section width position height MH to both sides in the tire radial direction is one curvature radius SRI. A pneumatic tire characterized by being larger than the curvature radius SRO. The curvature radius SRO and the curvature radius SRI are:
30mm ≦ SRO <SRI ≦ 100mm
The pneumatic tire according to claim 1, wherein the relationship is satisfied. When the radius from the tire center to the rim baseline of the outer bead portion is RO, and the radius from the tire center to the rim baseline of the inner bead portion is RI,
The pneumatic tire according to claim 1 or 2, wherein 0 <RO-RI <50 mm.   When the pneumatic tire according to any one of claims 1 to 3 is mounted on a vehicle, a side having the curvature radius SRI is directed toward the inside of the vehicle, and a side having the curvature radius SRO is directed toward the outside of the vehicle. A method for attaching a pneumatic tire, characterized in that

Images