JP2017081306A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of improving the steering stability of a vehicle by a protrusion part provided at a side part while suppressing deterioration of ride quality.SOLUTION: A pneumatic tire has the side parts which are loaded to a vehicular rim in a designated mounting direction, are rotatable around a rotary shaft as a center and are provided at a tread part and at both sides of the tread part in a tire width direction. The pneumatic tire is equipped with plural square pyramidal protrusions provided on the surface of the side parts, and the adjacent protrusions share the bottom of the protrusions. The side part includes an inside side part arranged at a vehicular inside, and an outside side part arranged opposite the inside side part. In the protrusion contour defined by the bottom, the dimension of the protrusion contour of the outside side part in a tire radial direction is larger than that of the inside side part in the same direction, and the dimension of the protrusion contour of the outside side part in a tire circumferential direction is smaller than that of the inside side part in the same direction.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a pneumatic tire.

  As disclosed in Patent Document 1, Patent Document 2, and Patent Document 3, it is known to provide a minute convex portion on a side portion of a pneumatic tire.

Japanese Patent No. 5230229 JP 2008-189165 A JP 2013-035344 A

  In the technical field related to pneumatic tires, adjusting the tread pattern of pneumatic tires and adjusting the tread profile of pneumatic retires as conventional methods for improving steering stability performance while suppressing deterioration in ride comfort It is known to adjust the internal structure of the pneumatic tire. If a balance between steering stability and riding comfort can be achieved by adjusting the convex portions provided on the side portions, a high-performance pneumatic tire can be provided by a simple method.

  An object of an aspect of the present invention is to provide a pneumatic tire that can improve steering stability performance while suppressing deterioration in ride comfort by a convex portion provided on a side portion.

  According to the aspect of the present invention, air that is mounted on a rim of a vehicle in a specified mounting direction, is rotatable about a rotation axis, and includes a tread portion and side portions provided on both sides of the tread portion in the tire width direction. A tire having a quadrangular pyramid shape protruding from the surface of the side portion and provided on the surface of the side portion, the adjacent convex portions sharing a base of the convex portion, The portion includes an inner side portion disposed on the inner side of the vehicle and an outer side portion disposed on the opposite side of the inner side portion, and in the outer shape of the convex portion defined by the bottom side, the outer side The dimension in the tire radial direction of the outer shape of the convex portion of the portion is larger than the dimension in the tire radial direction of the outer shape of the convex portion of the inner side portion, and the dimension in the tire circumferential direction of the outer shape of the convex portion of the outer side portion is Of the inner side Smaller than the tire circumferential dimension of the outer parts, the pneumatic tire is provided.

  According to the aspect of the present invention, the rigidity of the outer side portion and the inner side portion of the pneumatic tire are adjusted by the plurality of pyramidal convex portions provided on the outer side portion and the inner side portion, respectively. The rigidity of the pneumatic tire including the side portion is improved by the plurality of convex portions sharing the bases of the adjacent convex portions. The outer radial dimension of the outer convex portion of the outer side portion is larger than the outer radial dimension of the outer convex portion of the inner side portion, and the outer circumferential dimension of the outer convex portion of the outer side portion is the inner side. Since the outer dimension of the convex part of the part is smaller than the dimension in the tire circumferential direction, the rigidity of the outer side part is higher than the rigidity of the inner side part. Therefore, the steering stability performance in turning of a pneumatic tire is improved. Moreover, since the rigidity of an inner side part is lower than the rigidity of an outer side part, the deterioration of riding comfort is suppressed.

  In the aspect of the present invention, the dimension in the tire radial direction of the outer shape of the convex portion of the outer side portion and the dimension in the tire circumferential direction of the outer shape of the convex portion of the inner side portion are substantially the same, and The dimension in the tire circumferential direction of the outer shape of the convex part of the side part and the dimension in the tire radial direction of the outer shape of the convex part of the inner side part may be substantially the same.

  The outer radial dimension of the outer side convex part and the outer circumferential dimension of the inner side convex part are substantially the same, and the outer circumferential part of the outer convex part The dimensions of the convex portion defined by the bottom of the outer side portion and the convex portion defined by the bottom of the inner side portion are substantially the same as the size of the outer diameter of the convex portion of the inner side portion and the tire radial direction. By making the outer shape substantially congruent, each of the rigidity of the outer side part and the rigidity of the inner side part can be accurately adjusted, and the difference between the target value of rigidity and the actual value of rigidity should be reduced. Can do. In addition, the outer shape and the size of the outer side convex portion and the convex portion of the inner side portion are practically the same, and only the direction in which they are arranged is different, thereby improving aesthetics. Can do.

  In the aspect of the present invention, in the tire radial direction, the position of the tip portion of the convex portion and the tire maximum width position on the surface of the side portion may coincide.

  During the turning of the pneumatic tire, the position of the maximum tire width or the vicinity thereof in the side portion is greatly deformed. By providing the convex portion on the surface of the side portion so that the position of the tip portion of the convex portion and the tire maximum width position on the surface of the side portion coincide with each other, the rigidity of the side portion at the tire maximum width position is improved. Therefore, a decrease in steering stability performance during turning of the pneumatic tire is suppressed.

  In the aspect of the present invention, a plurality of the convex portions are provided in the tire radial direction in each of the outer side portion and the inner side portion, and in the tire radial direction of the outer arrangement region in which the convex portions are disposed in the outer side portion. The dimension may be larger than the dimension in the tire radial direction of the inner arrangement region where the convex part is arranged in the inner side part.

  As a result, the difference in rigidity between the outer side portion and the inner side portion is increased, so that both steering stability performance and riding comfort can be achieved.

  In an aspect of the present invention, each of the outer side portion and the inner side portion includes an area between a ground contact end of the tread portion and a rim check line, and the outer side portion in which the convex portion is disposed in the outer side portion. The inner arrangement area where the convex part is arranged in each of the area and the inner side part includes a tire maximum width position, the distance between the ground contact end and the rim check line in the tire radial direction is Lr, and the outer arrangement area When the dimension in the tire radial direction is Lo and the dimension in the tire radial direction of the inner arrangement region is Li, the conditions of Lo ≧ 0.4Lr and Li ≧ 0.2Lr may be satisfied.

  Thereby, sufficient rigidity is ensured in each of the outer side portion and the inner side portion.

  In the aspect of the present invention, the outer dimensions of the plurality of convex portions arranged on the outer side portion are the same, and the outer dimensions of the plurality of convex portions arranged on the inner side portion are: It may be the same.

  By equalizing the size of the outer shape of the plurality of convex portions, the amount of bending when the side portion is bent during turning of the pneumatic tire is made uniform.

  The aspect of this invention WHEREIN: The height of the convex part arrange | positioned at the said outer side part may be higher than the height of the convex part arrange | positioned at the said inner side part.

  By making the height of the convex part of the outer side part higher than the height of the convex part of the inner side part, the rigidity of the outer side part becomes higher than the rigidity of the inner side part. Therefore, the steering stability performance in turning of a pneumatic tire is improved. Moreover, since the rigidity of an inner side part is lower than the rigidity of an outer side part, the deterioration of riding comfort is suppressed.

  The aspect of this invention WHEREIN: The height of the said some convex part arrange | positioned at the said outer side part may be the same, The height of the said some convex part arrange | positioned at the said inner side part may be the same.

  By equalizing the heights of the plurality of convex portions, the amount of bending when the side portion is bent during turning of the pneumatic tire is made uniform.

  In the aspect of the present invention, the heights of the plurality of convex portions arranged on the outer side portion in the tire radial direction are different, and the heights of the plurality of convex portions arranged on the inner side portion in the tire radial direction are May be different.

  By providing a difference in the height of the plurality of convex portions, the rigidity of the side portions can be finely adjusted.

  In the aspect of the present invention, in each of the outer side portion and the inner side portion, the height of the convex portion disposed at the tire maximum width position is the highest, and the convex portion closest to the ground contact end of the tread portion is provided. The height may be higher than the height of the convex portion closest to the rim check line.

  During the turning of the pneumatic tire, the position of the maximum tire width or the vicinity thereof in the side portion is greatly deformed. By making the height of the convex portion arranged at the tire maximum width position among the plurality of convex portions arranged in the tire radial direction the highest, the rigidity of the side portion at the tire maximum width position is improved. Therefore, a decrease in steering stability performance during turning of the pneumatic tire is suppressed. In addition, the total weight of the pneumatic tire increases while ensuring the rigidity of the side portion by reducing the height of the convex portion arranged at a position different from the tire maximum width position on the surface of the side portion. And an increase in air resistance during running of the pneumatic tire are suppressed. Further, in the turning of the pneumatic tire, the portion near the rim check line is less likely to be deformed than the portion near the ground contact end in the side portion. Therefore, by increasing the height of the convex part closest to the contact edge of the tread part higher than the convex part closest to the rim check line, the total weight of the pneumatic tire is increased while ensuring the rigidity of the side part. In addition, an increase in air resistance during traveling can be suppressed.

  The aspect of this invention WHEREIN: The height of the lowest convex part among the several convex parts arrange | positioned at the said outer side part is the highest convex part among the said several convex parts arrange | positioned at the said inner side part. It may be higher than the height.

  As a result, a difference in rigidity between the outer side portion and the inner side portion is ensured, and both steering stability performance and riding comfort can be achieved.

  In the aspect of the present invention, the difference between the height of the convex portion of the outer side portion and the height of the convex portion of the inner side portion may be not less than 0.5 [mm] and not more than 4.0 [mm].

  When the difference between the height of the convex portion on the outer side portion and the height of the convex portion on the inner side portion is smaller than 0.5 [mm], the difference in rigidity between the outer side portion and the inner side portion does not increase, and steering stability It may not be possible to achieve both performance and ride comfort. On the other hand, when the difference between the height of the convex portion on the outer side portion and the height of the convex portion on the inner side portion is larger than 4.0 [mm], the difference in rigidity between the outer side portion and the inner side portion becomes too large. The uniformity of pneumatic tires may deteriorate. The difference between the height of the convex portion on the outer side portion and the height of the convex portion on the inner side portion is not less than 0.5 [mm] and not more than 4.0 [mm], thereby obtaining good running performance in a pneumatic tire. It is done.

  In the aspect of the present invention, the height of the convex portion may be not less than 0.5 [mm] and not more than 5.0 [mm].

  When the height of the convex portion is smaller than 0.5 [mm], there is a possibility that the rigidity of the side portion cannot be ensured. When the height of the convex portion is larger than 5.0 [mm], the total weight of the pneumatic tire may increase, or the air resistance of the pneumatic tire may increase during traveling. When the height of the convex portion is 0.5 [mm] or more and 5.0 [mm] or less, good running performance can be obtained in a pneumatic tire.

  In an aspect of the present invention, the convex portion has a quadrangular pyramid shape, and the bottom side of the convex portion includes a circumferential bottom side arranged in the tire circumferential direction and a radial bottom side arranged in the tire radial direction. The dimension of the base in the circumferential direction may be 3 [mm] or more and 40 [mm] or less, and the dimension of the base in the radial direction may be 3 [mm] or more and 40 [mm] or less.

  Thereby, the rigidity of a side part is ensured by a some convex part.

  According to the aspect of the present invention, a pneumatic tire that can improve steering stability performance while suppressing deterioration in riding comfort is provided by the convex portion provided on the side portion.

FIG. 1 is a side view showing an example of a vehicle to which a pneumatic tire according to the first embodiment is mounted. FIG. 2 is a view of an example of a vehicle to which the pneumatic tire according to the first embodiment is mounted as viewed from the rear. FIG. 3 is a cross-sectional view illustrating an example of a 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 an outer side portion of the pneumatic tire according to the first embodiment. FIG. 6 is a diagram illustrating an inner side portion of the pneumatic tire according to the first embodiment. FIG. 7 is a plan view showing convex portions provided on the outer side portion of the pneumatic tire according to the first embodiment. FIG. 8 is a perspective view showing a convex portion provided on the outer side portion of the pneumatic tire according to the first embodiment. FIG. 9 is a plan view showing convex portions provided on the inner side portion of the pneumatic tire according to the first embodiment. FIG. 10 is a perspective view showing a convex portion provided on the inner side portion of the pneumatic tire according to the first embodiment. FIG. 11 is a perspective view showing a convex portion provided on the inner side portion of the pneumatic tire according to the second embodiment. FIG. 12 is a schematic diagram illustrating convex portions provided on the outer side portion of the pneumatic tire according to the third embodiment. FIG. 13 is a schematic diagram illustrating a convex portion provided on an inner side portion of the pneumatic tire according to the third embodiment. FIG. 14 is a diagram showing the results of an evaluation test of the pneumatic tire according to the present invention and the pneumatic tire according to the conventional example.

  Hereinafter, embodiments according to 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. Some components may not be used.

<First Embodiment>
A first embodiment will be described. FIG. 1 is a side view showing an example of a vehicle 500 to which a tire 1 according to this embodiment is mounted. FIG. 2 is a view of an example of a vehicle 500 to which the tire 1 according to the present embodiment is mounted as viewed from the rear.

  The tire 1 is a pneumatic tire. In the present embodiment, the tire 1 is a passenger car tire. The passenger car tire refers to a tire defined in Chapter A of “JATMA YEAR BOOK 2015 (Japan Automobile Tire Association Standard)”. The tire 1 may be a small truck tire defined in Chapter B, or a truck and bus tire defined in Chapter C.

  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 that supports the tire 1, an axle 505 that supports the wheel 504, a steering device 506 that changes the traveling direction of the traveling device 501, and a brake device that decelerates or stops the traveling device 501. 507.

  The vehicle body 502 has a driver's cab in which the driver is boarded. 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 cab. A driver operates an accelerator pedal, a brake pedal, and a steering wheel. The vehicle 500 travels by the operation of the driver.

  The tire 1 is attached to the rim of the wheel 504 of the vehicle 500. The tire 1 rotates around the rotation axis AX and travels on the road surface RS while being mounted on the vehicle 500.

  In the following description, a direction parallel to the rotation axis AX of the tire 1 is appropriately referred to as a tire width direction, and a radial direction with respect to the rotation axis AX of the tire 1 is appropriately referred to as a tire radial direction. The rotation direction around AX is appropriately referred to as the tire circumferential direction.

  In the following description, the center of the tire 1 in the tire width direction is appropriately referred to as a tire center CL. The tire center CL includes a plane (tire equatorial plane) that passes through the center of the tire 1 in the tire width direction and is orthogonal to the rotation axis AX. Further, the tire center CL includes a center line (tire equator line) where the tire equator surface and the surface of the tread portion 10 of the tire 1 intersect on the surface of the tread portion 10.

  Further, in the following description, a position far from or away from the tire center CL in the tire width direction is appropriately referred to as an outer side in the tire width direction, and a position close to or approaching the tire center CL in the tire width direction is appropriately determined as the tire width. In the tire radial direction, the position far from or away from the rotation axis AX is appropriately referred to as the tire radial direction outside, and in the tire radial direction, the position close to or approaching the rotation axis AX is appropriately adjusted in the tire radial direction. .

  In the following description, the inner side in the vehicle width direction of the vehicle 500 is appropriately referred to as the inner side of the vehicle, and the outer side in the vehicle width direction of the vehicle 500 is appropriately referred to as the outer side of the vehicle. The vehicle inner side refers to a position close to or approaching the center of the vehicle 500 in the vehicle width direction of the vehicle 500. The vehicle outer side refers to a position far from or away from the center of the vehicle 500 in the vehicle width direction of the vehicle 500.

  The vehicle 500 is a four-wheel vehicle. The traveling device 501 includes 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 1L mounted on the left side of the vehicle body 502 and a right tire 1R mounted on the right side of the vehicle body 502.

  The tire 1 includes a tread portion 10 in which a tread pattern is formed, and side portions 7 provided on both sides of the tread portion 10 in the tire width direction. The side unit 7 includes a display unit 600 that indicates a mounting direction with respect to the vehicle 500. In running of the tire 1, the tread portion 10 contacts the road surface RS.

  The tread pattern of the tread portion 10 is an asymmetric pattern. For the tire 1, the mounting direction with respect to the vehicle 500 is designated. The left tire 1L is mounted on the left side of the vehicle 500 so that one of the two side portions 7 designated faces the inside of the vehicle and the other side portion 7 faces the outside of the vehicle. The right tire 1R is mounted on the right side of the vehicle 500 so that one of the two side portions 7 designated faces the vehicle inner side and the other side portion 7 faces the vehicle outer side.

  In the following description, of the two side portions 7, one side portion 7 disposed on the vehicle inner side is appropriately referred to as an inner side portion 7i, and the other side portion disposed on the opposite side of the inner side portion 7i. 7 is appropriately referred to as an outer side portion 7o.

  The display unit 600 is provided on at least one of the two side parts 7. Display unit 600 includes a cereal symbol indicating the mounting direction of tire 1 with respect to vehicle 500. The display unit 600 includes at least one of a mark, a character, a code, and a pattern. As an example of the display unit 600 indicating the mounting direction of the tire 1 with respect to the vehicle 500, for example, a character such as “OUTSIDE” provided on the outer side portion 7o can be cited. The user can recognize the mounting direction of the tire 1 with respect to the vehicle 500 based on the display unit 600 provided on the side unit 7. Based on display unit 600, left tire 1L is mounted on the left side of vehicle 500, and right tire 1R is mounted on the right side of vehicle 500.

  Next, the tire 1 according to the present embodiment will be described. FIG. 3 is a cross-sectional view illustrating an example of the tire 1 according to the present embodiment. FIG. 4 is a cross-sectional view showing a part of the tire 1 according to this embodiment. 3 and 4 show a meridional section passing through the rotation axis AX of the tire 1.

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

  The tire outer diameter OD indicating the outer diameter of the tire 1 is a diameter of the tire 1 when the tire 1 is assembled on a regular rim, filled with a regular internal pressure, and no load is applied to the tire 1. Say.

  The tire rim diameter RD indicating the rim diameter of the tire 1 refers to a rim diameter of a wheel suitable for the tire 1. The tire rim diameter RD is equal to the tire inner diameter.

  The tire cross-sectional height SH indicating the cross-sectional height of the tire 1 is a tire diameter when the tire 1 is assembled on a regular rim, filled with a regular internal pressure, and no load is applied to the tire 1. It refers to the distance between the inner end of the innermost tire 1 and the outer end of the outermost tire 1 with respect to the direction.

  The tread contact width TW1 indicating the contact width of the tread portion 10 is a state in which the tire 1 is assembled on a regular rim, filled with a regular internal pressure, placed vertically on a plane, and a normal load is 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.

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

  The tread development width TW2 indicating the development width of the tread portion 10 is the tire 1 in a no-load state in which the tire 1 is assembled on a regular rim, filled with a regular internal pressure, and no load is applied to the tire 1. The linear distance of both ends in the development view of the tread portion 10 is said.

  The tire cross-sectional width SW1 indicating the cross-sectional width of the tire 1 means that the tire 1 is assembled on a regular rim, filled with a regular internal pressure, and the side portion 7 is in an unloaded state where no load is applied to the tire 1. The maximum dimension of the tire 1 in the tire width direction excluding structures protruding from the surface. In this embodiment, the convex part 100 exists as a structure protruding from the surface of the side part 7. The tire cross-sectional width SW1 is the tire maximum width position H indicating the outermost part of the surface of the side portion 7 disposed on one side of the tire center CL in the tire width direction when the convex portion 100 is removed, and the other side. The distance from the tire maximum width position H that indicates the outermost part of the surface of the side portion 7 disposed in the position.

  In addition, as a structure which protrudes from the surface of the side part 7, the character, mark, and pattern which were formed with the side rubber 8 are mentioned. A rim protect bar that protects the rim may be provided on the tire 1. 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 SW1 is a dimension excluding the rim protect bar.

  The tire total width SW2 indicating the total width of the tire 1 is related to the tire width direction when the tire 1 is assembled on a regular rim, filled with a regular internal pressure, and no load is applied to the tire 1. This is the maximum dimension of the tire 1. That is, the tire total width SW2 is the outermost part of the structure constituting the tire 1 arranged on one side of the tire center CL in the tire width direction and the structure constituting the tire 1 arranged on the other side. The distance to the outermost part of In this embodiment, the convex part 100 which protrudes from the surface of the side part 7 is provided. The total tire width SW2 is the maximum convex portion width position F indicating the outermost portion of the convex portion 100 arranged on one side of the tire center CL in the tire width direction, and the largest of the convex portions 100 arranged on the other side. This is the distance from the convex maximum width position F indicating the outer part.

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

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

  The “regular load” is a load determined by the standard for each tire 1 in the standard system including the standard on which the tire 1 is based. The maximum load capacity is set for JATMA, and the table “TIRE LOAD LIMITS AT” is set for TRA. If it is ETRTO, the maximum value described in “VARIOUS COLD INFRATION PRESURES” is “LOAD CAPACITY”. However, when the tire 1 is a passenger car, the load is equivalent to 88% of the load. When the tire 1 is a tire mounted on a new vehicle, the wheel load is obtained by dividing the longitudinal axle weight described in the vehicle verification of the vehicle by the number of tires.

  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 rubber covering the carcass cord. The carcass 2 may include 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 end portions 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 includes a bead core 51 and a bead filler 52.

  The carcass 2 has a carcass main body 21 and a carcass folded portion 22 formed by being folded by a bead core 51. The carcass folding portion 22 is a portion disposed on the outer side in the tire width direction than the carcass main body portion 21 when the carcass 2 is folded by 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 that is disposed in a space between the carcass main body portion 21 and the carcass folding portion 22 formed by folding the carcass 2 with the bead core 51.

  The belt layer 3 is a strength member that maintains 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 made of metal fibers and rubber covering the belt cord. The belt layer 3 may include an organic fiber belt cord. 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 laminated so that the belt cord of the first belt ply 31 and the belt cord of the second belt ply 32 intersect each other.

  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 rubber covering the cover cord. The belt cover 4 may include an organic fiber cover cord.

  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 a land portion 12 disposed between the grooves 15, and the land portion 12 has a ground contact surface (tread surface) 11 that comes into 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 partially 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. 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 portion 7 includes a side rubber 8 and is 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 swells most 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.

  In the present embodiment, the side portion 7 refers to a region on the surface of the tire 1 between the ground contact end T of the tread portion 10 and the rim check line R. The ground contact end T includes a boundary between the shoulder portion 14 of the tread portion 10 and the side portion 7. The rim check line R is a line for confirming whether or not the rim assembly of the tire 1 is normally performed. Generally, the rim check line R is shown as an annular convex line that continues in the tire circumferential direction along the rim flange on the surface of the bead portion 5 outside the rim flange in the tire radial direction.

  The surface of the side portion 7 includes a side surface 8 </ b> S that is the 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 tire maximum width position H is positioned on the side surface 8S of the side rubber 8.

  A plurality of convex portions 100 are provided on the side portion 7. The convex part 100 has a pyramid shape. Adjacent convex portions 100 share the base of the convex portion 100. The convex portion 100 is connected to the side surface 8S that is the surface of the side portion 7, and is provided so as to protrude outward in the tire width direction from the side surface 8S. On the side surface 8S between the ground contact end T and the rim check line R, a plurality of convex portions 100 are arranged in each of the tire circumferential direction and the tire radial direction. At least some of the plurality of convex portions 100 are provided at the tire maximum width position H of the side surface 8S.

  In this embodiment, the side part 7 and the convex part 100 are integral. The convex portion 100 is formed by the side rubber 8.

  As described above, the side portion 7 includes the inner side portion 7i disposed on the vehicle inner side and the outer side portion 7o disposed on the opposite side of the inner side portion 7i. The convex part 100 is provided in each of the inner side part 7i and the outer side part 7o.

  FIG. 5 is a diagram illustrating an example of the convex portion 100 provided on the surface of the outer side portion 7o according to the present embodiment. FIG. 6 is a diagram illustrating an example of the convex portion 100 provided on the surface of the inner side portion 7i according to the present embodiment.

  As shown in FIGS. 5 and 6, in each of the outer side portion 7o and the inner side portion 7i, a plurality of convex portions 100 are provided in the tire circumferential direction and a plurality of convex portions 100 are provided in the tire radial direction. In the present embodiment, the convex portion 100 is disposed in a partial region of the surface of the side portion 7 between the ground contact end T and the rim check line R. In the following description, a region where the convex portion 100 is arranged in the outer side portion 7o is appropriately referred to as an outer arrangement region 200o, and a region where the convex portion 100 is arranged in the inner side portion 7i is appropriately referred to as the inner arrangement region 200i, Called.

  In the plane orthogonal to the rotation axis AX, the outer arrangement area 200o is a ring-shaped area provided so as to surround the rotation axis AX. Similarly, the inner arrangement region 200i is a ring-shaped region provided so as to surround the rotation axis AX. In each of the outer arrangement area 200o and the inner arrangement area 200i, the plurality of convex portions 100 are continuously provided without interruption.

  The outer arrangement region 200o is set so as to include the tire maximum width position H of the outer side portion 7o. The inner arrangement region 200i is set so as to include the tire maximum width position H of the inner side portion 7i.

  In the present embodiment, the dimension Lo in the tire radial direction of the outer arrangement region 200o is larger than the dimension Li in the tire radial direction of the inner arrangement region 200i. The area of the outer arrangement region 200o is larger than the area of the inner arrangement region 200i.

In the present embodiment, as shown in FIGS. 5 and 6, the distance between the ground contact edge T and the rim check line R in the tire radial direction is Lr, the outer radial dimension of the outer arrangement area 200o is Lo, and the inner arrangement area. When the tire radial dimension of 200i is Li,
Lo ≧ 0.4Lr (1)
Li ≧ 0.2Lr (2)
The outer arrangement area 200o and the inner arrangement area 200i are set so as to satisfy the above condition.

  As shown in FIG. 5, in the tire radial direction, the distance between the tire maximum width position H and the edge of the outer arrangement area 200o on the inner side in the tire radial direction is Lo1, and the tire maximum width position H and the outer arrangement area 200o on the outer side in the tire radial direction. In the present embodiment, the distance Lo1 is equal to the distance Lo2 when the distance to the edge of the distance is Lo2. For example, the distance Lo1 and the distance Lo2 may be 0.2Lr.

  As shown in FIG. 6, in the tire radial direction, the distance between the tire maximum width position H and the edge of the inner arrangement region 200i on the inner side in the tire radial direction is Li1, and the maximum tire width position H and the inner arrangement region 200i on the outer side in the tire radial direction. In the present embodiment, the distance Li1 is equal to the distance Li2 when the distance from the edge of the distance is Li2. For example, the distance Li1 and the distance Li2 may be 0.1 Lr.

  FIG. 7 is a plan view showing an example of the convex portion 100 provided on the outer side portion 7o. FIG. 8 is a perspective view showing an example of the convex portion 100 provided on the outer side portion 7o. FIG. 9 is a plan view showing an example of the convex portion 100 provided on the inner side portion 7i. FIG. 10 is a perspective view showing an example of the convex portion 100 provided on the inner side portion 7i.

  In the present embodiment, the convex portion 100 has a quadrangular pyramid shape. The convex part 100 has four bases 150 and four hypotenuses 160. A triangular slope 170 is provided by one base 150 and two hypotenuses 160. The convex part 100 has four slopes 170. The vertices of the four slopes 170 are provided so as to coincide with each other. By the apexes of the four slopes 170, the tip portion 180 of the convex portion 100 is provided.

  Adjacent protrusions 100 share a base 150. A PCCP shell (pseudo cylindrical concave polyhedral shell) structure is provided on the side portion 7 by a plurality of convex portions 100 that share the base 150 between adjacent convex portions 100.

  The base 150 of the convex portion 100 includes a circumferential base 151 and a circumferential base 152 arranged in the tire circumferential direction, and a radial base 153 and a radial base 154 arranged in the tire radial direction. The circumferential base 151 is disposed on the outer side in the tire radial direction than the circumferential base 152. The convex portions 100 adjacent to each other in the tire circumferential direction share the radial base 153 and the radial base 154. The convex portions 100 adjacent in the tire radial direction share the circumferential base 151 and the circumferential base 152.

  As shown in FIGS. 5, 6, 7, and 9, in the present embodiment, in the outer shape of the convex portion 100 defined by the base 150, the outer shape of the convex portion 100 of the outer side portion 7 o in the tire radial direction. The dimension Wro is larger than the dimension Wri in the tire radial direction of the outer shape of the convex part 100 of the inner side part 7i. Further, the dimension Wco in the tire circumferential direction of the outer shape of the convex portion 100 of the outer side portion 7o is smaller than the dimension Wci in the tire circumferential direction of the outer shape of the convex portion 100 of the inner side portion 7i. Moreover, the dimension Wco of the convex part 100 of the outer side part 7o is smaller than the dimension ro. The dimension Wri of the convex part 100 of the inner side part 7i is smaller than the dimension Wro.

  That is, in this embodiment, the external shape prescribed | regulated by the base 150 of the convex part 100 arrange | positioned at the outer side part 7o is long in a tire radial direction. The outer shape defined by the bottom 150 of the convex portion 100 disposed on the inner side portion 7i is long in the tire circumferential direction.

  The size of the outer shape of the convex portion 100 defined by the base 150 includes the size (area) of the outer shape of the convex portion 100 in the plane orthogonal to the rotation axis AX. In other words, the size of the outer shape of the convex part 100 includes the area of the virtual bottom surface of the convex part 100 defined by the four bases 150.

  In the present embodiment, the dimension Wro in the tire radial direction of the outer shape of the convex portion 100 of the outer side portion 7o and the dimension Wci in the tire circumferential direction of the outer shape of the convex portion 100 of the inner side portion 7i are substantially the same. . The dimension Wco in the tire circumferential direction of the outer shape of the convex portion 100 of the outer side portion 7o and the dimension Wri in the tire radial direction of the outer shape of the convex portion 100 of the inner side portion 7i are substantially the same.

  In the present embodiment, the outer shape of the convex portion 100 of the outer side portion 7o and the outer shape of the convex portion 100 of the inner side portion 7i are substantially the same in a plane orthogonal to the rotation axis AX. In addition, in the plane orthogonal to the rotation axis AX, the outer size (area) of the convex portion 100 of the outer side portion 7o and the outer size (area) of the convex portion 100 of the inner side portion 7i are substantially different. Are identical. That is, in the present embodiment, the outer shape of the convex portion 100 of the outer side portion 7o and the outer shape of the convex portion 100 of the inner side portion 7i are substantially congruent in a plane orthogonal to the rotation axis AX.

  In the present embodiment, both the outer shape of the outer side portion 7o and the outer shape of the convex portion 100 of the inner side portion 7i are substantially quadrangular (rectangular) in a plane orthogonal to the rotation axis AX of the convex portion 100. The area defined by the base 150 of the convex part 100 of the outer side part 7o and the area defined by the base 150 of the convex part 100 of the inner side part 7i are substantially equal.

  Further, in the present embodiment, as shown in FIGS. 7 and 9, the convex portion 100 is provided so that the position of the tip portion 180 of the convex portion 100 and the tire maximum width position H coincide with each other in the tire radial direction. It is done.

  Strictly speaking, the circumferential base 151 and the circumferential base 152 are curved along the tire circumferential direction, and the dimension Wc (arc length) of the circumferential base 151 is larger than the dimension Wc (arc length) of the circumferential base 152. Too long. Further, the radial base 153 and the radial base 154 are not strictly parallel, and the distance between the radial base 153 and the radial base 154 becomes shorter toward the inner side in the tire radial direction. On the other hand, the size of the convex portion 100 is sufficiently smaller than the size of the entire tire 1. Therefore, the circumferential base 151 and the circumferential base 152 are straight lines and may be considered to be parallel. The radial base 153 and the radial base 154 are straight lines and may be considered parallel.

  In the outer side portion 7o, the length (dimension Wco) of the circumferential base 151 and the length (dimension Wco) of the circumferential base 152 are substantially the same, and the length of the radial base 153 (dimension Wro). ) And the length (dimension Wro) of the radial base 154 are substantially the same, and the shape defined by the four bases 150 may be considered to be substantially rectangular. Similarly, in the inner side portion 7i, the length (dimension Wci) of the circumferential base 151 is substantially the same as the length (dimension Wci) of the circumferential base 152, and the length (dimension) of the radial base 153 is the same. Wri) and the length (dimension Wri) of the radial base 154 are substantially the same, and the shape defined by the four bases 150 may be considered to be substantially rectangular.

  Further, as described above, the radial base 153 and the radial base 154 are not strictly parallel, and the distance between the radial base 153 and the radial base 154 decreases inward in the tire radial direction. Therefore, the dimensions Wr (Wro, Wri) of the plurality of protrusions 100 arranged in the tire radial direction are equal, and the dimensions Wc (Wco, Wci) of the plurality of protrusions 100 arranged in the tire circumferential direction are equal. Even if the convex portion 100 is formed as described above, the size of the outer shape of the convex portion 100 defined by the base 150 is strictly speaking that the convex portion 100 on the outer side in the tire radial direction is more than the convex portion 100 on the inner side in the tire radial direction. Is also big. On the other hand, as described above, the size of the convex portion 100 is sufficiently smaller than the size of the entire tire 1. Therefore, in the present embodiment, the dimensions Wr (Wro, Wri) of the plurality of convex portions 100 arranged in the tire radial direction are equal, and the dimensions Wc (Wco, When the convex portions 100 are formed so that Wci) are equal to each other, it is assumed that the size of the outer shape of the convex portion 100 defined by the base 150 is the same in the plurality of convex portions 100.

  As shown in FIG. 5, in the present embodiment, the sizes of the outer shapes of the plurality of convex portions 100 arranged on the outer side portion 7o are substantially the same. As shown in FIG. 6, in the present embodiment, the size of the outer shape of the plurality of convex portions 100 disposed on the inner side portion 7i is substantially the same.

  The dimension Wco of the circumferential bases 151 and 152 in the tire circumferential direction of the convex portion 100 arranged on the outer side portion 7o is 5 [mm] or more and 40 [mm] or less, and the radial bases 153 and 154 in the tire radial direction. The dimension Wro is 3 [mm] or more and 38 [mm] or less. The dimension Wci of the circumferential bases 151 and 152 in the tire circumferential direction of the convex portion 100 disposed on the inner side portion 7i is 3 [mm] or more and 38 [mm] or less, and the radial bases 153 and 154 in the tire radial direction. The dimension Wri is 5 [mm] or more and 40 [mm] or less.

  In the present embodiment, the distance Lr between the ground contact T and the rim check line R is not less than 45 [mm] and not more than 130 [mm]. The dimension Lo of the outer arrangement region 200o is 30 [mm] or more and 110 [mm] or less. The dimension Li of the inner arrangement region 200i is 20 [mm] or more and 100 [mm] or less. In the outer side portion 7o, the convex portions 100 are arranged in the tire radial direction of 3 [pieces] or more and 20 [pieces] or less, and in the inner side portion 7i, the convex portions 100 are 2 [pieces] or more in the tire radial direction. 18 [pieces] or less are arranged.

  As shown in FIGS. 8 and 10, in the present embodiment, the height Ho of the convex portion 100 provided on the outer side portion 7o and the height Hi of the convex portion 100 provided on the inner side portion 7i Are identical.

  The heights Ho and Hi of the convex part 100 refer to the distance between the surface of the side part 7 and the tip part 180 of the convex part 100 in the direction orthogonal to the surface of the side part 7 on which the convex part 100 is provided. The heights Ho and Hi of the convex part 100 may be regarded as the distance between the base 150 and the tip part 180 in the direction orthogonal to the surface of the side part 7.

  Moreover, as shown in FIG. 8, in this embodiment, the height Ho of the some convex part 100 arrange | positioned at the outer side part 7o is the same. As shown in FIG. 10, in this embodiment, the height Hi of the some convex part 100 arrange | positioned at the inner side part 7i is the same.

  The height Ho of the convex part 100 of the outer side part 7o and the height Hi of the convex part 100 of the inner side part 7i are preferably 0.5 [mm] or more and 5.0 [mm] or less.

  As described above, according to the present embodiment, the rigidity of the outer side portion 7o of the tire 1 and the inner side portion are provided by the plurality of pyramidal convex portions 100 provided on each of the outer side portion 7o and the inner side portion 7i. The rigidity of 7i is adjusted respectively. The rigidity of the tire 1 including the side portions 7 is improved by the plurality of convex portions 100 in which the bases 150 are shared by the adjacent convex portions 100. The dimension Wro in the tire radial direction of the outer shape of the convex part 100 of the outer side part 7o is larger than the dimension Wri in the tire radial direction of the outer dimension of the convex part 100 of the inner side part 7i, and the outer dimension of the convex part 100 of the outer side part 7o. Since the dimension Wco in the tire circumferential direction is smaller than the dimension in the tire circumferential direction Wci of the outer shape of the convex part 100 of the inner side part 7i, the rigidity of the outer side part 7o is higher than the rigidity of the inner side part 7i. Therefore, the steering stability performance in turning of the tire 1 is improved. Moreover, since the rigidity of the inner side part 7i is lower than the rigidity of the outer side part 7o, deterioration of riding comfort is suppressed.

  In the present embodiment, the tire radial dimension Wro of the outer shape of the convex portion 100 of the outer side portion 7o and the outer circumferential dimension Wci of the outer portion of the convex portion 100 of the inner side portion 7i are substantially equal to each other. The dimension Wco in the tire circumferential direction of the outer shape of the convex portion 100 of the outer side portion 7o and the dimension Wri in the tire radial direction of the outer shape of the convex portion 100 of the inner side portion 7i are substantially the same. The outer shape defined by the bottom 150 of the convex part 100 of the outer side part 7o and the convex part of the inner side part 7i, with the dimension Wro and the dimension Wci substantially the same, and the dimension Wco and the dimension Wri substantially the same. By making the outer shape defined by the bottom 150 of 100 substantially congruent, each of the rigidity of the outer side portion 7o and the rigidity of the inner side portion 7i can be accurately adjusted, and the rigidity target value and the rigidity can be adjusted. The difference from the actual value of can be reduced. Further, the outer shape and the size of the convex portion 100 of the outer side portion 7o and the convex portion 100 of the inner side portion 7i are practically the same, and only the longitudinal direction of the convex portion 100 is different. Therefore, it is possible to improve aesthetics.

  Further, in the present embodiment, the position of the tip portion 180 of the convex portion 100 and the tire maximum width position H coincide with each other in the tire radial direction. During turning of the tire 1, the tire maximum width position H or the vicinity thereof in the side portion 7 is greatly deformed. By providing the convex part 100 on the surface of the side part 7 so that the position of the tip part 180 of the convex part 100 and the tire maximum width position H on the surface of the side part 7 coincide, the side part at the tire maximum width position H is provided. The rigidity of 7 is improved. Therefore, a decrease in steering stability performance during turning of the tire 1 is suppressed.

  In the present embodiment, a plurality of convex portions 100 are provided in the tire radial direction in each of the outer side portion 7o and the inner side portion 7i, and the tire in the outer arrangement region 200o in which the convex portions 100 are disposed in the outer side portion 7o. The dimension Lo in the radial direction is larger than the dimension Li in the tire radial direction of the inner arrangement region 200i where the convex part 100 is arranged in the inner side part 7i. As a result, the difference in rigidity between the outer side portion 7o and the inner side portion 7i is increased, so that both steering stability performance and ride comfort can be achieved.

  Moreover, in this embodiment, sufficient rigidity is ensured in each of the outer side part 7o and the inner side part 7i by satisfy | filling the conditions of (1) Formula and (2) Formula.

  Moreover, in this embodiment, the magnitude | size (area) of the external shape of the some convex part 100 arrange | positioned at the outer side part 7o is the same, and the external shape of the some convex part 100 arrange | positioned at the inner side part 7i. Are the same in size (area). In each of the outer side portion 7o and the inner side portion 7i, the outer shape of the plurality of convex portions 100 is made uniform, so that the amount of bending when the side portion 7 is bent during turning of the tire 1 is made uniform. Is done.

  In the present embodiment, the heights Ho and Hi of the convex portions 100 are set to 0.5 [mm] or more and 5.0 [mm] or less, so that the running performance of the tire 1 is improved. When the heights Ho and Hi of the convex part 100 are smaller than 0.5 [mm], there is a possibility that the rigidity of the side part 7 cannot be ensured. When the heights Ho and Hi of the convex portion 100 are larger than 5.0 [mm], the total weight of the tire 1 may increase or the air resistance of the tire 1 may increase during traveling. When the heights Ho and Hi of the convex portions 100 are 0.5 [mm] or more and 5.0 [mm] or less, good running performance can be obtained in the tire 1.

  In the present embodiment, the dimensions Wco and Wci of the circumferential bases 151 and 152 are set to 3 [mm] or more and 40 [mm] or less, and the dimensions Wro and Wci of the radial bases 153 and 154 are 3 [mm]. ] To 40 [mm] or less. Thereby, the rigidity in the side part 7 is ensured by the plurality of convex parts 100.

Second Embodiment
A second embodiment will be described. In the following description, the same or equivalent components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

  FIG. 11 is a perspective view showing the convex portion 100 provided on the inner side portion 7i of the tire 1 according to the present embodiment. Height Hi of the convex part 100 provided in the inner side part 7i which concerns on this embodiment is higher than the height Hi of the convex part 100 provided in the inner side part 7i which concerns on 1st Embodiment demonstrated with reference to FIG. Is also low. On the other hand, the height Ho of the convex portion 100 provided on the outer side portion 7o according to the present embodiment is the height of the convex portion 100 provided on the outer side portion 7o according to the first embodiment described with reference to FIG. Same as Ho. That is, in this embodiment, the height Ho of the convex part 100 arrange | positioned at the outer side part 7o is higher than the height Hi of the convex part 100 arrange | positioned at the inner side part 7i.

  As shown in FIG. 8, the heights Ho of the plurality of convex portions 100 arranged on the outer side portion 7o are the same. As shown in FIG. 11, the heights Hi of the plurality of convex portions 100 arranged on the inner side portion 7 i are the same.

  The difference between the height Ho of the convex portion 100 of the outer side portion 7o and the height Hi of the convex portion 100 of the inner side portion 7i is preferably 0.5 [mm] or more and 4.0 [mm] or less. .

  As in the first embodiment, in this embodiment, the dimension Wro is larger than the dimension Wri, and the dimension Wco is smaller than the dimension Wci.

  As described above, in the present embodiment, the height Ho of the convex portion 100 disposed on the outer side portion 7i is higher than the height Hi of the convex portion 100 disposed on the inner side portion 7o. By making the height Ho of the convex part 100 of the outer side part 7o higher than the height Hi of the convex part 100 of the inner side part 7i, the rigidity of the outer side part 7o becomes higher than the rigidity of the inner side part 7i. Therefore, the steering stability performance in turning of the tire 1 is improved. Moreover, since the rigidity of the inner side part 7i is lower than the rigidity of the outer side part 7o, deterioration of riding comfort is suppressed.

  In the present embodiment, the heights Ho of the plurality of convex portions 100 arranged on the outer side portion 7o are the same, and the heights Hi of the plurality of convex portions 100 arranged on the inner side portion 7i are Are the same. In each of the outer side portion 7o and the inner side portion 7i, the heights Ho and Hi of the plurality of convex portions 100 are made uniform, so that the amount of bending when the side portion 7 is bent during turning of the tire 1 is uniform. It becomes.

  In the present embodiment, the difference between the height Ho of the convex portion 100 of the outer side portion 7o and the height Hi of the convex portion 100 of the inner side portion 7i is 0.5 [mm] or more and 4.0 [mm]. ] By the following, the running performance of the tire 1 is improved. When the difference between the height Ho and the height Hi is smaller than 0.5 [mm], the difference in rigidity between the outer side portion 7o and the inner side portion 7i does not increase, and both the steering stability performance and the ride comfort are achieved. May not be possible. On the other hand, when the difference between the height Ho and the height Hi is larger than 4.0 [mm], the rigidity difference between the outer side portion 7o and the inner side portion 7i becomes too large, and the uniformity of the tire 1 is deteriorated. there is a possibility. The difference between the height Ho of the convex portion 100 of the outer side portion 7o and the height Hi of the convex portion 100 of the inner side portion 7i is not less than 0.5 [mm] and not more than 4.0 [mm]. Good running performance can be obtained.

<Third Embodiment>
A third embodiment will be described. In the following description, the same or equivalent components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

  FIG. 12 is a cross-sectional view schematically showing an example of the outer side portion 7o according to the present embodiment. FIG. 13 is a cross-sectional view schematically showing an example of the inner side portion 7i according to the present embodiment. As shown in FIG. 12, a plurality of convex portions 100 are arranged in the tire radial direction in the outer side portion 7o. The heights Ho of the plurality of convex portions 100 arranged on the outer side portion 7o are different in the tire radial direction. As shown in FIG. 13, in the inner side portion 7i, a plurality of convex portions 100 are arranged in the tire radial direction. The heights Hi of the plurality of convex portions 100 arranged on the inner side portion 7i in the tire radial direction are different.

  That is, in this embodiment, a difference is provided in the height Ho of the convex part 100 and a difference in the height Hi in the tire radial direction.

  As shown in FIG. 12, in the outer side portion 7o, the height Ho of the convex portion 100 arranged at the tire maximum width position H is the highest among the plurality of convex portions 100 arranged in the tire radial direction. The height Ho of the convex portion 100 gradually decreases from the tire maximum width position H toward the outer side in the tire radial direction. The height Ho of the convex portion 100 gradually decreases from the tire maximum width position H toward the inside in the tire radial direction. Among the plurality of convex portions 100 arranged in the tire radial direction, the height Ho of the convex portion 100 closest to the ground contact end T of the tread portion 10 (the convex portion 100 on the outermost side in the tire radial direction) is the rim check line R. It is higher than the height Ho of the nearest convex part 100 (the convex part 100 inside the tire radial direction).

  As shown in FIG. 13, among the plurality of convex portions 100 arranged in the tire radial direction in the inner side portion 7 i, the height Hi of the convex portion 100 arranged at the tire maximum width position H is the highest. The height Hi of the convex portion 100 gradually decreases from the tire maximum width position H toward the outer side in the tire radial direction. The height Hi of the convex portion 100 gradually decreases from the tire maximum width position H toward the inside in the tire radial direction. Of the plurality of convex portions 100 arranged in the tire radial direction, the height Hi of the convex portion 100 closest to the ground contact end T of the tread portion 10 (the convex portion 100 on the outermost side in the tire radial direction) is the rim check line R. It is higher than the height Hi of the nearest convex part 100 (the convex part 100 inside the tire radial direction).

  The height Ho of the lowest convex portion 100 among the plurality of convex portions 100 arranged on the outer side portion 7o is the height Hi of the highest convex portion 100 among the plurality of convex portions 100 arranged on the inner side portion 7i. Higher than. That is, in the example shown in FIGS. 12 and 13, the height Ho of the convex portion 100 closest to the rim check line R of the outer side portion 7o is the convex portion arranged at the tire maximum width position H of the inner side portion 7i. It is higher than a height Hi of 100.

  As described above, a difference may be provided in the heights Ho and Hi of the plurality of convex portions 100. By providing a difference in the heights Ho and Hi of the plurality of convex portions 100, the rigidity of the side portion 7 can be finely adjusted.

  As described above, when the tire 1 turns, the tire maximum width position H or the vicinity thereof in the side portion 7 is greatly deformed. The rigidity of the side portion 7 at the maximum tire width position H is obtained by making the heights Ho and Hi of the convex portions 100 arranged at the maximum tire width position H among the plurality of convex portions 100 arranged in the tire radial direction the highest. Will improve. Therefore, a decrease in steering stability performance during turning of the tire 1 is suppressed.

  Further, by reducing the heights Ho and Hi of the convex portions 100 arranged at positions different from the tire maximum width position H on the surface of the side portion 7, the tire 1 is secured while ensuring the rigidity of the side portion 7. An increase in the total weight of the tire and an increase in air resistance during running of the tire 1 are suppressed. Further, when the tire 1 turns, a portion of the side portion 7 that is closer to the rim check line R is less likely to be deformed than a portion that is closer to the ground contact end T. Therefore, by making the heights Ho and Hi of the convex part 100 closest to the ground contact end T of the tread part 10 higher than the heights Ho and Hi of the convex part 100 closest to the rim check line R, the rigidity of the side part 7 is achieved. It is possible to suppress an increase in the total weight of the tire 1 and an increase in air resistance during traveling while securing the above.

  The height Ho of the lowest convex part 100 among the plurality of convex parts 100 arranged on the outer side part 7o is the height of the highest convex part 100 among the plurality of convex parts 100 arranged on the inner side part 7i. Higher than Hi. As a result, a difference in rigidity between the outer side portion 7o and the inner side portion 7i is ensured, and both steering stability performance and riding comfort can be achieved.

  In each of the above-described embodiments, the convex portion 100 may be provided in a partial region of the side portion 7 or may be provided in the entire region.

  In each of the above-described embodiments, in the present embodiment, the convex portion 100 has a quadrangular pyramid shape. The convex portion 100 may have a triangular pyramid shape, a pentagonal pyramid shape, a hexagonal pyramid shape, or an octagonal pyramid shape.

  In each of the above embodiments, the tire 1 provided with the convex portion 100 is used as a tire for a passenger car as defined in Chapter A of “JATMA YEAR BOOK 2015 (Japan Automobile Tire Association Standard)”. Is preferred. The tire cross-section height SH of a passenger car tire is often 70 [mm] or more and 150 [mm] or less, and by providing the convex portion 100 on the side portion 7 of such a tire 1, high steering stability performance. Can be obtained.

<Example>
Next, the result of the evaluation test of the tire 1 according to the present invention and the tire 1 according to the conventional example will be described. FIG. 14 is a diagram showing the results of an evaluation test of the tire 1 according to the present invention and the tire 1 according to a comparative example.

  In the evaluation test, the steering stability performance was evaluated for each of the tire according to the conventional example in which the convex portion is not provided and the tire 1 according to the example in which the convex portion 100 is provided. The tire size of the tire used in both the conventional example and the example is 245 / 40R18. Each tire was mounted on a rear-wheel drive vehicle (FR vehicle) with a displacement of 3500 [cc], and a sensitive evaluation of the steering stability performance by a test driver was performed for each tire. The evaluation index of the tire according to the conventional example was set to the reference value 100, and the index evaluation was performed on the examples. In this evaluation, it can be said that the larger the numerical value, the better the steering stability performance.

  As shown in FIG. 14, the tire according to the conventional example has no convex portion. The tire 1 according to Examples 1, 2, 3, and 4 has a convex portion 100. In all of the tires 1 according to Examples 1, 2, 3, and 4, the dimensions Wro, the dimension Wri, the dimension Wco, and the dimension Wci of the convex portion 100 satisfy the relationship described in the above embodiment. Further, in the plane orthogonal to the rotation axis AX, the outer shape of the convex portion 100 of the outer side portion 7o and the outer shape of the convex portion 100 of the inner side portion 7i are substantially congruent.

  In Example 1, the height Ho of the convex part 100 of the outer side part 7o is 3.0 [mm], and the height Hi of the convex part 100 of the inner side part 7i is 3.0 [mm]. . That is, the height Ho is equal to the height Hi.

  In Example 2, the height Ho of the convex part 100 of the outer side part 7o is 1.5 [mm], and the height Hi of the convex part 100 of the inner side part 7i is 1.0 [mm]. .

  In Example 3, the height Ho of the convex part 100 of the outer side part 7o is 3.0 [mm], and the height Hi of the convex part 100 of the inner side part 7i is 1.0 [mm]. .

  In Example 4, the height Ho of the convex part 100 of the outer side part 7o is 5.0 [mm], and the height Hi of the convex part 100 of the inner side part 7i is 1.0 [mm]. .

  As shown in FIG. 14, the evaluation index according to Example 1 is 108, the evaluation index according to Example 2 is 108, the evaluation index according to Example 3 is 110, and the evaluation index according to Example 4 is 112. It can be confirmed that the steering stability performance is improved by appropriately providing the portion 100.

1 tire (pneumatic tire)
2 Carcass 3 Belt layer 4 Belt cover 5 Bead portion 6 Tread rubber 7 Side portion 7i Inner side portion 7o Outer side portion 8 Side rubber 8S Side surface 9 Side wall portion 10 Tread portion 11 Ground surface (tread surface)
12 Land portion 13 Center portion 14 Shoulder portion 15 Groove 31 First belt ply 32 Second belt ply 51 Bead core 52 Bead filler 100 Protruding portion 150 Base 151, 152 Circumferential bases 153, 154 Radial base 160 160 Slope 170 Slope 180 Tip 200i Inner arrangement area 200o Outer arrangement area 500 Vehicle 501 Traveling device 502 Car body 503 Engine 504 Wheel 505 Axle 506 Steering device 507 Brake device 600 Display unit AX Rotating shaft CL Tire center H Tire maximum width position F Convex maximum width position OD Outside tire Diameter RD Tire rim diameter SH Tire section height SW1 Tire section width SW2 Tire total width TW1 Tread contact width TW2 Tread deployment width

Claims (14)

A pneumatic tire that is mounted on a rim of a vehicle in a specified mounting direction, is rotatable about a rotation axis, and has a tread portion and side portions provided on both sides of the tread portion in the tire width direction,
Protruding from the surface of the side portion, provided with a plurality of quadrangular pyramid-shaped convex portions provided on the surface of the side portion,
The adjacent convex portions share the base of the convex portion,
The side portion includes an inner side portion disposed on the inner side of the vehicle, and an outer side portion disposed on the opposite side of the inner side portion,
In the outer shape of the convex portion defined by the bottom side, the dimension in the tire radial direction of the outer shape of the convex portion in the outer side portion is larger than the dimension in the tire radial direction of the outer shape of the convex portion in the inner side portion,
The dimension in the tire circumferential direction of the outer shape of the convex part of the outer side part is smaller than the dimension in the tire circumferential direction of the outer shape of the convex part of the inner side part,
Pneumatic tire. The dimensions in the tire radial direction of the outer shape of the convex part of the outer side part and the dimensions in the tire circumferential direction of the outer shape of the convex part of the inner side part are substantially the same,
The dimensions in the tire circumferential direction of the outer shape of the convex portion of the outer side portion and the dimensions in the tire radial direction of the outer shape of the convex portion of the inner side portion are substantially the same.
The pneumatic tire according to claim 1. In the tire radial direction, the position of the tip of the convex portion and the tire maximum width position coincide with each other.
The pneumatic tire according to claim 1 or claim 2. In each of the outer side portion and the inner side portion, a plurality of the convex portions are provided in the tire radial direction,
The dimension in the tire radial direction of the outer arrangement area where the convex part is arranged in the outer side part is larger than the dimension in the tire radial direction of the inner arrangement area where the convex part is arranged in the inner side part,
The pneumatic tire according to any one of claims 1 to 3. Each of the outer side portion and the inner side portion includes a region between a ground contact end of the tread portion and a rim check line,
The outer arrangement area where the convex part is arranged in the outer side part and the inner arrangement area where the convex part is arranged in the inner side part each include a tire maximum width position,
The distance between the ground contact edge and the rim check line in the tire radial direction is Lr,
The dimension in the tire radial direction of the outer arrangement region is Lo,
The dimension in the tire radial direction of the inner arrangement region is Li,
When
Lo ≧ 0.4Lr and Li ≧ 0.2Lr,
Satisfy the conditions of
The pneumatic tire according to any one of claims 1 to 3. The outer dimensions of the plurality of convex portions arranged on the outer side portion are the same,
The size of the outer shape of the plurality of convex portions arranged on the inner side portion is the same,
The pneumatic tire according to any one of claims 1 to 5. The height of the convex portion disposed on the outer side portion is higher than the height of the convex portion disposed on the inner side portion,
The pneumatic tire according to any one of claims 1 to 6. The height of the plurality of convex portions arranged on the outer side portion is the same,
The heights of the plurality of convex portions arranged on the inner side portion are the same.
The pneumatic tire according to claim 7. The height of the plurality of convex portions arranged on the outer side portion in the tire radial direction is different,
The height of the plurality of convex portions arranged on the inner side portion in the tire radial direction is different.
The pneumatic tire according to claim 7. In each of the outer side portion and the inner side portion, the height of the convex portion arranged at the maximum tire width position is the highest, and the height of the convex portion closest to the ground contact end of the tread portion is a rim check line. Higher than the height of the convex part closest to
The pneumatic tire according to claim 9. The height of the lowest convex portion among the plurality of convex portions arranged on the outer side portion is higher than the height of the highest convex portion among the plurality of convex portions arranged on the inner side portion,
The pneumatic tire according to claim 9 or 10. The difference between the height of the convex portion of the outer side portion and the height of the convex portion of the inner side portion is:
0.5 [mm] or more and 4.0 [mm] or less,
The pneumatic tire according to any one of claims 7 to 11. The height of the convex part is 0.5 [mm] or more and 5.0 [mm] or less.
The pneumatic tire according to any one of claims 1 to 12. The base of the convex portion includes a circumferential base arranged in the tire circumferential direction and a radial base arranged in the tire radial direction,
The dimension of the base in the circumferential direction is 3 [mm] or more and 40 [mm] or less,
The dimension of the base in the radial direction is 3 [mm] or more and 40 [mm] or less.
The pneumatic tire according to any one of claims 1 to 13.

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