JP2010030460A - Pneumatic tire and method of mounting the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress eccentric wear and improve steering stability. <P>SOLUTION: A pneumatic tire 1 includes a carcass 6 extending from a tread part 2 to a bead core 5 of a bead part 4 through a sidewall part 3, and a belt layer 7 disposed outside of the carcass 6 in a tire radial direction and inside of the tread part 2. The tire 1 is used by being mounted to a vehicle having a camber angle α. The belt layer 7 includes a horizontally asymmetrical fold ply 10 having a folded part 14 which is formed by only one of edge parts in a tire axial direction being folded toward a tire equator C. The folded part 14 of the fold ply 10 is positioned on the side of a tread end 2e where a ground contact pressure is relatively smaller by the camber angle α at the time of mounting to the vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a pneumatic tire that can improve steering stability while suppressing uneven wear, and a mounting method thereof.

  As shown in FIG. 7 (a), there is known a pneumatic tire a in which a belt layer d is composed of one cut ply f1 and, for example, a fold ply f2 disposed on the inner side in the tire radial direction. Yes. The fold ply f2 includes folded portions e that are folded back toward the tire equator c so that the edge portions on both sides in the tire axial direction wrap around the cut ply f1. Such a fold ply f2 increases the rigidity of the side regions r1 on both sides of the tread portion b by the folded portion e, improves the ground contact property of the tread portion during cornering, and exhibits excellent steering stability. Documents related to such fold plies include the following.

JP 2001-71710 A

  However, the pneumatic tire a having the fold ply f2 has a large rigidity difference between the side region r1 of the tread portion b reinforced by the folded portion e and the central region r2 not reinforced by the folded portion e. Arise. For this reason, partial wear in which the central region r2 having low rigidity is worn earlier than the side region r1 having high rigidity is likely to occur.

  Further, as shown in FIG. 8, when the pneumatic tire a is used in a vehicle having, for example, a negative camber angle α, the tire from the tread end be on the inner side of the vehicle by the camber angle α during straight traveling. The contact pressure in the vehicle inner region Ti up to the equator c is particularly increased. When the inner edge e1 in the tire axial direction of the folded portion e of the fold ply f2 is positioned in the vehicle inner region Ti where the contact pressure increases, as shown in FIG. 7B, the folded portion in the tread rubber g. There has been a problem that irregular uneven wear occurs in which the wear amount k near the inner edge e1 of e is remarkably increased.

  The present invention has been devised in view of the actual situation as described above, and the belt layer has a left-right asymmetric structure in which only one edge portion in the tire axial direction is folded back toward the tire equator side. In addition to including the fold ply, the folding part of the fold ply is positioned on the tread end side where the ground contact pressure is relatively reduced by the camber angle when the vehicle is mounted. The main object is to provide a pneumatic tire that can be improved and a method for mounting the same.

  The invention according to claim 1 of the present invention comprises a carcass extending from the tread portion through the sidewall portion to the bead core of the bead portion, and a belt layer disposed on the outer side in the tire radial direction of the carcass and inside the tread portion, Moreover, the pneumatic tire is used by being mounted on a vehicle having a camber angle, and the belt layer includes a folded portion in which only one end edge in the tire axial direction is folded back toward the tire equator side. The fold ply folded portion is provided on the tread end side where the ground pressure is relatively reduced by the camber angle when the vehicle is mounted.

  The invention according to claim 2 is the pneumatic tire according to claim 1, wherein the camber angle is negative, and the folded portion of the fold ply is provided outside the vehicle.

  The invention according to claim 3 is the pneumatic tire according to claim 1, wherein the camber angle is positive, and the folded portion of the fold ply is provided on the inner side of the vehicle.

  According to a fourth aspect of the present invention, the length of the folded portion in the tire axial direction is 5 to 20% of the maximum width of the belt layer in the tire axial direction. This is a tire.

  The invention according to claim 5 is the pneumatic tire according to any one of claims 1 to 4, wherein the tread portion is provided with a tread rubber having no groove on an outer surface.

  The invention according to claim 6 includes a carcass extending from the tread portion to the bead core of the bead portion through the sidewall portion, and a belt layer disposed on the outer side in the tire radial direction of the carcass and inside the tread portion. Is a method of mounting a pneumatic tire including a left-right asymmetric fold ply including a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side on a vehicle having a negative camber. The pneumatic tire is mounted on the vehicle in such a direction that the folded portion of the fold ply is located outside the vehicle.

  The invention according to claim 7 includes a carcass extending from the tread portion to the bead core of the bead portion through the sidewall portion, and a belt layer disposed on the outer side in the tire radial direction of the carcass and inside the tread portion. Is a method of mounting a pneumatic tire including a left-right asymmetric fold ply having a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side on a vehicle having a positive camber. The pneumatic tire is mounted on the vehicle in such a direction that the folded portion of the fold ply is located on the inner side of the vehicle.

  In the invention according to claim 8, the belt layer includes a belt cord arranged to be inclined with respect to the tire equator, and the pair of pneumatic tires are symmetrical with respect to the vehicle center line. The method for mounting a pneumatic tire according to claim 6 or 7, wherein the pneumatic tire is mounted on the left and right wheels of the vehicle in such a direction.

  The pneumatic tire according to the present invention includes a bilaterally asymmetric fold ply including a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side in the belt layer. Such a fold ply increases the rigidity of one side region of the tread portion by the folded portion, improves the ground contact property during cornering, and improves the steering stability.

  Further, the folded portion of the fold ply is provided at a position on the tread end side where the ground pressure becomes relatively small depending on the camber angle when the vehicle is mounted. As a result, the contact pressure in the vicinity of the inner edge of the folded portion of the fold ply can be reduced, and thus the uneven uneven wear that tends to occur in the vicinity can be effectively suppressed.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a cross-sectional view of a normal state in which the pneumatic tire 1 of the present embodiment is assembled to a normal rim (not shown) and filled with a normal internal pressure and is unloaded, and FIG. FIG. 3 is an enlarged view of the tread portion, and FIG. 4 is a cross-sectional view of the pneumatic tire 1 mounted on a vehicle having a negative camber angle α and grounded.

  Here, the “regular rim” is a rim determined for each tire in a standard system including a standard on which a tire is based. For example, a “standard rim” for JATMA and a “Design” for TRA. “Rim” or “Measuring Rim” for ETRTO. In addition, “regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. “JATMA” is the “highest air pressure”, TRA is the table “TIRE LOAD” Maximum value described in “LIMITS AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” for ETRTO. However, in the case of passenger car tires, the normal internal pressure is 180 kPa. In addition, when there is no standard to be applied, such as a tire for racing, a rim and air pressure recommended by the manufacturer are applied to the regular rim and the regular internal pressure. Further, unless otherwise specified, values in the normal state are shown for the dimensions and the like of each part of the tire.

  The pneumatic tire 1 includes a carcass 6 extending from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, and a belt layer disposed on the outer side in the tire radial direction of the carcass 6 and inward of the tread portion 2. 7 and is configured as a racing slick tire in this embodiment.

  In the tread portion 2, a tread rubber 2 </ b> G is disposed on the outer side in the tire radial direction of the belt layer 7. The tread rubber 2G of the present embodiment has no tread groove for drainage on the outer surface. In the present embodiment, the tread rubber 2G is formed with a substantially uniform thickness t1 of, for example, 2.0 to 5.0 mm, more preferably 3.5 to 4.0 mm. The thickness t1 is smaller than that of a general passenger car tire. This is useful for suppressing the heat generation of the tread rubber 2G and increasing the high-speed durability during circuit driving.

  Further, if the hardness of the tread rubber 2G is excessively small, the wear resistance tends to be deteriorated. On the other hand, if the hardness is too large, there is a possibility that sufficient grip force cannot be obtained between the road surface and the road surface. . From such a viewpoint, the JIS-A hardness of the tread rubber 2G is preferably 40 degrees or more, more preferably 50 degrees or more, and preferably 80 degrees or less, more preferably 60 degrees or less.

  The carcass 6 includes one or more carcass cords arranged at an angle of 65 to 90 degrees with respect to the tire circumferential direction. In this example, the carcass plies 6A and 6B are overlapped in the radial direction, and the outer two carcass plies 6A and 6B. It is formed. As the carcass cord, an organic fiber such as nylon, rayon, polyester, or aramid is suitably employed. The “inner and outer” is distinguished by the position of the tire equator C.

  As shown in FIG. 2, the inner carcass ply 6 </ b> A includes a main body portion 6 a 1 that extends from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, and around the bead core 5 from the inner side in the tire axial direction to the outer side. It is formed as a winding ply having a winding part 6b1 wound around. In the present embodiment, the outer end 6be of the winding portion 6b1 extends to the tread portion 2 and ends. The outer carcass ply 6B extends from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4 and extends around the bead core 5 and the main portion 6a2 extending outward in the tire axial direction of the winding portion 6b1. It is formed as an unwinding ply having a winding portion 6b2 wound up from the outer side in the tire axial direction.

  As described above, the carcass 6 of the present embodiment forms a so-called 1-1 structure by the inner carcass ply 6A composed of the winding ply and the outer carcass ply 6B composed of the unwinding ply. Since such a carcass 6 has a configuration in which the winding portion 6b1 of the inner carcass ply 6A is constrained by the outer carcass ply 6B, it is preferable in terms of high rigidity and excellent responsiveness during steering. In addition, the carcass 6 is not limited to such a 1-1 structure, and may be configured only with a folded ply.

  Further, a bead apex 8 that extends from the bead core 5 to the outside in the tire radial direction is disposed between the main body 6a1 and the winding portion 6b1 of the carcass ply 6A.

  For the bead apex 8, for example, a hard rubber having a JIS-A hardness of 70 degrees or more, more preferably 80 degrees or more is used. Thereby, sufficient bending rigidity is ensured in bead part 4. In view of adhesiveness with surrounding rubber, the bead apex 8 has a JIS-A hardness of preferably 95 degrees or less, more preferably 90 degrees or less.

  In order to further improve the bead durability, the bead reinforcement layer 12 is disposed between the bead apex 8 and the carcass ply 6A in the present embodiment.

  The bead reinforcement layer 12 is composed of two outer reinforcing cord plies 12A and 12B (the inner side is closer to the bead core 5), which extends in a substantially U-shaped cross section so as to wrap the bead apex 8. . That is, each reinforcement cord ply 12A, 12B includes inner piece portions 12a1, 12a2 extending on the inner side in the tire axial direction of the bead apex 8 and outer piece portions 12b1, 12b2 extending on the outer side in the tire axial direction of the bead apex 8.

  An insulation rubber 13 having a small thickness of about 1.0 to 2.5 mm is disposed between the inner pieces 12a1 and 12a2. The insulation rubber 13 tapers outwardly in the tire radial direction and is effective in reducing the shear strain between the inner piece portions 12a1 and 12a2. The insulation rubber 13 is preferably formed using the same rubber composition as that of the bead apex 8.

In the present embodiment, the carcass plies 6A and 6B, the reinforcing cord plies 12A and 12B, and the end portions of the insulation rubber 13 are all provided with their positions shifted in the tire radial direction. Specifically, it is desirable that the height of each end portion from the bead base line BL satisfies the following relationship.
h0>h1>h2>h3>h4>h5> h6
However,
h0: Height of the winding portion 6b1 of the inner carcass ply 6A h1: Height of the inner piece 12a1 of the outer reinforcing cord ply 12A h2: Height of the outer end in the tire radial direction of the insulation rubber 13 h3: Inner Height of inner piece 12a2 of reinforcing cord ply 12B h4: Height of outer piece 12b2 of inner reinforcing cord ply 12B h5: Height of outer piece 12b1 of outer reinforcing cord ply 12A h6: Outer carcass ply Height of 6B winding part 6b2

  Thus, by arranging the outer end positions of the plies and the like so as to be shifted in the tire radial direction, it is possible to prevent a large rigidity step from being formed in the side region of the tire. Further, the rigidity of the side region can be increased toward the bead portion 4 side, and the stability during cornering can be improved.

  As shown in FIG. 3 in an enlarged manner, the belt layer 7 is composed of two outer belt plies 7A and 7B which are stacked in the tire radial direction. The inside and outside are distinguished by the position of the tire equator C.

  In the present embodiment, the outer belt ply 7B is configured as a cut ply 11 that terminates in the vicinity of the tread end 2e without the end edges 7Be on both sides thereof being folded back. On the other hand, the inner belt ply 7A has a folded portion 14 in which only one end edge portion in the tire axial direction (in this example, the end edge portion on the vehicle outer side) 7Ae is turned back toward the tire equator C side, The end edge portion 7Ae (in this example, the end edge portion inside the vehicle) is formed as a left-right asymmetric fold ply 10 that terminates without being folded back. The folded portion 14 of the fold ply 10 is folded so as to wrap around the end edge portion 7Be of the outer belt ply 7B.

  The outer belt ply 7 </ b> B may be formed as the fold ply 10.

  Each belt ply 7A, 7B includes a belt cord that is inclined with respect to the tire equator C, and the belt cords are overlapped with each other at the position of the tire equator C. For the belt cord, for example, a steel cord or an aramid fiber cord having substantially non-stretchability is suitable. In particular, an aramid fiber cord is preferred because it is lighter than a steel cord and has high heat resistance and high strength.

  Further, it is desirable that the belt cord is inclined with respect to the tire equator C at an angle of, for example, 18 to 30 degrees. If the angle of the belt cord is less than 18 degrees, the rigidity in the belt width direction may be lowered and sufficient cornering power may not be exhibited. On the other hand, if the angle of the belt cord exceeds 30 degrees, the tread portion 2 is likely to move and the wear resistance may be deteriorated. In particular, the angle of the belt cord with respect to the tire equator C is preferably 18 degrees or more, more preferably 19 degrees or more, and preferably 28 degrees or less, more preferably 24 degrees or less.

  In the present embodiment, the band layer 9 is disposed on the outer side in the tire radial direction of the outer belt ply 7B. The band layer 9 of the present embodiment is composed of one band ply 9A having a band cord arranged at an angle of 5 degrees or less with respect to the tire equator C. The band ply 9 </ b> A is, for example, a full band ply that covers the entire width of the outer belt ply 7 </ b> B, and is covered by the folded portion 14 of the fold ply 10. For the band cord, an organic fiber cord such as nylon, aramid or PEN is preferably employed. Such a band layer 9 is useful for suppressing the movement of the outer belt plies 7A and 7B during high-speed running and suppressing wear of the tread rubber 2G, and for further improving the stability during high-speed running.

  Further, the pneumatic tire 1 of the present embodiment is used by being mounted on a vehicle having a camber angle, specifically, a vehicle (wheel automobile) having a positive camber or negative camber wheel alignment. In addition, the negative camber is a "C-shaped" mounting state in which the upper side of each of the left and right tires is inclined inward when viewed from the front, and conversely, when the positive camber is viewed from the front, In this state, the upper sides of the left and right tires are inclined outward.

  In the pneumatic tire 1 of the present embodiment, the folded portion 14 of the fold ply 10 is provided on the tread end side where the ground pressure becomes relatively small depending on the camber angle when the vehicle is mounted. That is, the pneumatic tire 1 of the present embodiment is used with the folded portion 14 of the fold ply 10 positioned on the tread end 2e side where the ground pressure becomes relatively small depending on the camber angle when the vehicle is mounted.

  Here, the tread end side where the contact pressure is relatively reduced by the camber angle when the vehicle is mounted means the side opposite to the side where the tire is tilted by the camber angle. Therefore, as shown in FIG. 4, when the camber angle is negative, the pneumatic tire 1 of the present embodiment is used with the folded portion 14 of the fold ply 10 positioned on the vehicle outer side.

  In such an embodiment, the rigidity of the vehicle outer side region To of the tread portion 2 is enhanced by the folded portion 14 of the fold ply 10. Therefore, at the time of cornering, the wheel on the outside of the turn can improve the ground contact property of the vehicle outer region To of the tread portion 2 having high rigidity by including the turn-back portion 14, and thus can effectively improve the steering stability.

  In the above embodiment, the ground pressure near the inner edge 14 i of the folded portion 14 of the fold ply 10 can be reduced during straight traveling. Therefore, the irregular uneven wear in the vicinity of the inner edge 14i of the folded portion 14 is effectively suppressed.

  On the other hand, in the vehicle inner region Ti of the tread portion 2, the ground pressure is relatively increased by the camber angle α. However, in the vehicle inner side region Ti, the edge portions 7Ae and 7Be of the belt ply that are not folded are located, and the change in rigidity in the tread width direction is very small. In particular, such a tendency is strong in a slick tire without a groove as in the present embodiment. Therefore, in the vehicle inner region Ti of the tread portion 2, the wear becomes uniform even if the ground contact pressure is high. Therefore, in the pneumatic tire of the present invention, as shown by the phantom line in FIG. 3, a wear surface 2a 'in which the tread portion 2 is evenly worn is obtained, and the life of the tire can be increased as compared with the conventional tire.

FIG. 5 shows a case where the camber angle is positive.
In this embodiment, the pneumatic tire 1 is used with the folded portion 14 of the fold ply 10 positioned on the vehicle inner side. In this case, as in the above-described embodiment, during straight running, the inner edge 14i of the folded portion 14 of the fold ply 10 can be positioned in the vehicle inner region Ti where the ground pressure is relatively low. Therefore, uneven wear near the inner edge 14i of the folded portion 14 of the fold ply 10 is effectively suppressed. Moreover, in this embodiment, at the time of cornering, the grounding property of the vehicle inner side region Ti of the tread portion 2 having high rigidity can be improved at the wheel on the inner side of the turn, and thus the steering stability can be effectively improved.

  The sidewall portion 3 of the pneumatic tire 1 as described above indicates, for example, the type of camber (separate for negative camber or positive camber) and / or the direction of mounting on the vehicle (vehicle inside or vehicle outside). It is desirable to provide a display unit (not shown) to prevent a mounting error.

  Further, the length FW (shown in FIG. 1) of the folded portion 14 in the tire axial direction is not particularly limited, but if the length FW is too small, the rigidity of the tread portion 2 is improved by the folded portion 14. There is a tendency that the effect cannot be expected sufficiently. On the other hand, if the length FW of the turned-up portion 14 is too large, the weight is increased and the inner edge 14i of the turned-up portion 14 may approach a region where the ground pressure is high, leading to uneven wear. From such a viewpoint, the length FW of the folded portion 14 is preferably 5% or more, more preferably 10% or more, further preferably 12% or more of the maximum width BW of the belt layer 7, and preferably 20%. % Or less, more preferably 16% or less, and still more preferably 14% or less.

FIG. 6 shows another embodiment of the present invention.
Only the belt layer of the pneumatic tire of the above embodiment mounted on the left and right wheels is shown. In this embodiment, the belt layer 15 has the belt cord 15 inclined in a direction that is symmetrical with respect to the vehicle center line BC. That is, if the right angle is + and the right angle is-with respect to the angle of the belt cord 15, the belt cord 15 of the inner belt ply 7A (excluding the turn-up portion 14) is + β for the left wheel and for the right wheel. Each is tilted by -β. Similarly, the belt cord 15 of the outer belt ply 7B is inclined by -β for the left wheel and + β for the right wheel. In such an embodiment, the price tear depending on the inclination angle of the belt cord 15 is offset by the left and right wheels to enhance the sense of stability during high-speed straight traveling.

  As mentioned above, although the especially preferable form of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

[Example of negative camber]
Trial radial tires of size 330 / 710R18 having the belt layer shown in FIG. 1, FIG. 7 (a) and FIG. 9 were made based on the specifications in Table 1, and various performances and the like were evaluated. Each tire was the same except for the configuration shown in Table 1. The test method is as follows.

<Uneven wear resistance>
The test tire was mounted on the rear wheel of the vehicle under the following conditions, and the circuit course was driven at a high speed of about 150 km. Then, after running, the tire was disassembled, and the reciprocal of the difference (absolute value) between the maximum wear amount and the minimum wear amount of the tread rubber was displayed as an index with Comparative Example 1 being 100. Larger values indicate more uniform wear.
Rims: 18 × 13JJ
Air pressure: 200kPa internal pressure
Negative camber angle: 3 degrees Vehicle: 3800cc displacement RR racing car

<Steering stability>
The vehicle was run on the circuit course under the same conditions as above, and the overall characteristics related to steering wheel response, rigidity, grip, etc. during cornering were evaluated by a five-point method based on the driver's sensory evaluation. The larger the value, the better the steering stability.

<Lap time>
The test tire was mounted on the rear wheel, the vehicle was driven on the circuit course, and the lap time at that time was measured. The results were expressed as an index with the lap time of Comparative Example 1 as 100. The smaller the value, the better.

[Example of positive camber]
Radial tires for passenger cars of 215 / 45R17 having the belt layer shown in FIG. 1, FIG. 7 (a) and FIG. 9 were made on the basis of the specifications in Table 2, and the above performance was evaluated for them (Comparative Example 4 is a control tire) .) Each tire was the same except for the configuration shown in Table 2. The conditions for mounting on the vehicle are as follows.
Rim: 17 × 8.0JJ
Air pressure: Internal pressure 220kPa
Positive camber angle: 1 degree Vehicle: 2000cc FF passenger car

  Tables 1 and 2 show the test results.

テストの結果、実施例の空気入りタイヤは、偏摩耗を抑制しつつ、操縦安定性を向上しうることが確認できた。

As a result of the test, it was confirmed that the pneumatic tire of the example can improve steering stability while suppressing uneven wear.

It is sectional drawing of the pneumatic tire of this embodiment. It is the elements on larger scale of the side wall part. It is the figure which expanded the tread part typically. It is sectional drawing of the straight running state of the pneumatic tire of this embodiment with which the negative camber was mounted | worn. It is sectional drawing of the straight running state of the pneumatic tire of this embodiment with which it attached with the positive camber. It is a diagram which shows the belt layer of a wheel on either side. (A) is sectional drawing which expands and shows the tread part of the pneumatic tire which has the conventional fold ply, (b) is sectional drawing which shows the partial wear. It is sectional drawing of the straight running state of the pneumatic tire of FIG. 7 with which the negative camber was mounted | worn. It is an expanded sectional view of the tread part of the conventional pneumatic tire.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 2e Tread end 3 Side wall part 4 Bead part 5 Bead core 6 Carcass 7 Belt layer 10 Fold ply 14 Folding part

Claims (8)

Carcass that extends from the tread part to the bead core of the bead part from the tread part, and a belt layer that is arranged on the outer side in the tire radial direction of the carcass and inside the tread part, and is mounted on a vehicle having a camber angle. A pneumatic tire,
The belt layer includes a left-right asymmetric fold ply including a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side,
The pneumatic tire according to claim 1, wherein the folded portion of the fold ply is provided on a tread end side where a ground contact pressure is relatively reduced by the camber angle when the vehicle is mounted.   The pneumatic tire according to claim 1, wherein the camber angle is negative, and the folded portion of the fold ply is provided outside the vehicle.   2. The pneumatic tire according to claim 1, wherein the camber angle is positive, and the folded portion of the fold ply is provided inside the vehicle.   The pneumatic tire according to any one of claims 1 to 3, wherein a length of the folded portion in the tire axial direction is 5 to 20% of a maximum width of the belt layer in the tire axial direction.   The pneumatic tire according to any one of claims 1 to 4, wherein a tread rubber having no groove on an outer surface is disposed in the tread portion. A carcass extending from the tread portion through the sidewall portion to the bead core of the bead portion, and a belt layer disposed on the outer side in the tire radial direction of the carcass and inside the tread portion,
A method of mounting a pneumatic tire including a left-right asymmetric fold ply, wherein the belt layer includes a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side to a vehicle having a negative camber Because
A method for mounting a pneumatic tire, comprising mounting the pneumatic tire on a vehicle in a direction in which a folded portion of the fold ply is positioned on the vehicle outer side. A carcass extending from the tread portion through the sidewall portion to the bead core of the bead portion, and a belt layer disposed on the outer side in the tire radial direction of the carcass and inside the tread portion,
A method of mounting a pneumatic tire including a left-right asymmetric fold ply, in which the belt layer includes a folded portion in which only one edge portion in the tire axial direction is folded toward the tire equator side, to a vehicle having a positive camber Because
A pneumatic tire mounting method, wherein the pneumatic tire is mounted on a vehicle in a direction in which a folded portion of the fold ply is located on the vehicle inner side.   The belt layer includes belt cords that are inclined with respect to the tire equator, and a pair of pneumatic tires are arranged on left and right wheels of the vehicle in a direction in which the belt cords are symmetrical with respect to the vehicle center line. The method for mounting a pneumatic tire according to claim 6 or 7, wherein the pneumatic tire is mounted.

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