JP2024068859A - Pneumatic tires - Google Patents

Abstract

[Problem] To provide a pneumatic tire that can sufficiently ensure the puncture prevention function of the sidewalls together with the tread while suppressing an increase in mass. [Solution] The tire comprises a pair of beads 10 having a bead core 11 and a bead filler 12, a pair of sidewalls 20 extending radially outward from each of the pair of beads 10, a tread 30 disposed between the pair of sidewalls 20, a carcass ply 50 disposed between the pair of beads 10, and a nonwoven fabric sheet 70 disposed on the outer side of the carcass ply 50 in the normal direction to the meridian direction, the nonwoven fabric sheet 70 being disposed across at least the bead fillers 12 in the pair of beads 10 and overlapping with the bead filler 12 in the tire axial direction. [Selected Figure] Figure 1

Description

The present invention relates to a pneumatic tire.

Various pneumatic tires with puncture prevention measures have been proposed. For example, run-flat tires are known that prevent the tire from flattening even if the internal pressure drops by using a reinforcing rubber layer placed on the sidewall, allowing the tire to run for a certain distance. Also known are pneumatic tires with sealant material, in which holes in the tire are automatically sealed with a sealant material applied to the inner surface of the tread to prevent the internal pressure from dropping. However, run-flat tires have disadvantages such as a limited driving distance after a puncture and an increase in mass. In addition, pneumatic tires with sealant material cannot respond to external damage to the sidewall where the sealant material is not placed. On the other hand, puncture prevention members using nonwoven fabric have the advantage of preventing mass increase. For example, a pneumatic tire is known in which a composite material of nonwoven fabric and sealant material is provided inside the tire as a puncture prevention member (see Patent Document 1).

JP 2005-1547 A

The puncture prevention member using nonwoven fabric disclosed in Patent Document 1 is arranged on the inside of the carcass ply that constitutes the tire's framework, and is provided to cover the inside of the tire. Therefore, there is a problem that if the sidewall, which does not have a belt, is damaged externally, the damage is likely to affect the carcass ply.

The present invention was made in consideration of the above circumstances, and aims to provide a pneumatic tire that can sufficiently ensure the puncture prevention function of the sidewall as well as the tread while minimizing the increase in mass.

The pneumatic tire of the present invention comprises a pair of beads each having a bead core and a bead filler, a pair of sidewalls each extending radially outward from each of the pair of beads, a tread disposed between the pair of sidewalls, a carcass ply disposed between the pair of beads, and a nonwoven fabric sheet disposed on the outer side of the carcass ply in the normal direction to the meridian direction, the nonwoven fabric sheet being disposed at least between the bead fillers in the pair of beads and overlapping with the bead fillers in the tire axial direction.

The objective of the present invention is to provide a pneumatic tire that can sufficiently ensure the puncture prevention function of the sidewall as well as the tread while minimizing the increase in mass.

1 is a diagram showing a half cross section in an axial direction of a pneumatic tire according to an embodiment.

Hereinafter, an embodiment will be described with reference to the drawings. FIG. 1 shows an axial cross section of tire 1, which is a pneumatic tire for vehicles according to the embodiment.

The cross-sectional view in FIG. 1 is an axial cross-sectional view (tire meridian cross-sectional view) of a tire 1 mounted on a standard rim (not shown) in an unloaded state with the tire inflated to the standard internal pressure. The standard rim is a rim that is determined for each tire by the standard system including the standard on which the tire is based, for example, the standard rim for JATMA, and the "Measuring Rim" for TRA and ETRTO. The standard internal pressure is the air pressure determined for each tire by the standard system including the standard on which the tire is based, and for truck and bus tires and light truck tires, it is the maximum air pressure for JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA, and "INFLATION PRESSURE" for ETRTO. For passenger car tires, it is usually 180 kPa, but for tires labeled "Extra Load" or "Reinforced", it is 220 kPa.

The basic structure of tire 1 is symmetrical in a cross section in the tire axial direction. Figure 1 shows a cross section of the right half of tire 1, and the left half (not shown) has the same structure. In Figure 1, the symbol S1 indicates the tire equatorial plane. The tire equatorial plane S1 is a plane that is perpendicular to the tire rotation axis and is located at the center of the tire axial direction.

The tire axial direction here is the direction parallel to the tire rotation axis, and is the left-right direction on the paper in FIG. 1. In FIG. 1, it is illustrated as tire axial direction X. The tire axial inner side is the direction approaching the tire equatorial plane S1, and is the left side on the paper in FIG. 1. The tire axial outer side is the direction away from the tire equatorial plane S1, and is the right side on the paper in FIG. 1.

The tire radial direction is the direction perpendicular to the tire rotation axis, and is the up-down direction on the paper in FIG. 1. In FIG. 1, this is illustrated as tire radial direction Y. The tire radial outer side is the direction away from the tire rotation axis, and is the upper side on the paper in FIG. 1. The tire radial inner side is the direction approaching the tire rotation axis, and is the lower side on the paper in FIG. 1.

As shown in FIG. 1, the tire 1 includes a pair of beads 10, a pair of sidewalls 20 extending radially outward from each of the pair of beads 10, a tread 30 disposed between the pair of sidewalls 20, a shoulder 40 that transitions from the sidewalls 20 to the tread 30, a carcass ply 50 disposed between the pair of beads 10, an inner liner 60 disposed on the tire cavity side of the carcass ply 50, and a nonwoven fabric sheet 70 disposed on the tire outer surface side of the carcass ply 50.

A pair of beads 10 are arranged on both sides of the tire in the axial direction and on the inner ends in the tire's radial direction. The bead 10 has a bead core 11, a bead filler 12 extending from the bead core 11 to the outer side in the tire's radial direction, and a chafer 13.

The bead core 11 is an annular member in which a rubber-coated metal bead wire is wound multiple times in the tire circumferential direction. The bead core 11 is a member that serves to fix the tire 1 filled with air to the rim. The bead filler 12 has a tapered shape that reduces in thickness as it extends from the tire radial inner side to the tire radial outer side. The bead filler 12 is provided to increase the rigidity of the peripheral portion of the bead 10 and ensure high maneuverability and stability. The bead filler 12 is made of, for example, rubber that is harder than the surrounding rubber members. The bead filler 12 is joined to the tire radial outer surface of the bead core 11.

The chafer 13 further surrounds the outside of the carcass ply 50 which surrounds the bead core 11 and the bead filler 12. The chafer 13 contacts the inner surface of the rim on which the tire 1 is mounted.

The sidewall 20 includes a sidewall rubber 21 arranged axially outward of the carcass ply 50. The sidewall rubber 21 constitutes the circumferentially outer side of the tire 1. The radially inner end 21c of the sidewall rubber 21 extends radially inward and covers the axially outer surface of the chafer 13 of the bead 10. A rim line 21a is formed along the circumferential direction of the tire on the axially outer outer surface of the part of the sidewall rubber 21 that covers the bead 10. The rim line 21a is a mark for matching the edge of the rim. When the edge of the rim is matched with the rim line 21a over the entire circumference, it is determined that the tire 1 is correctly mounted on the rim. The sidewall rubber 21 is the part that bends the most when the tire 1 acts as a cushion, and flexible rubber with fatigue resistance is usually used for the sidewall rubber 21.

The tread 30 includes an endless belt 31, a cap ply 35, and a tread rubber 36. The belt 31 is disposed on the tire radially outer side of the carcass ply 50. The cap ply 35 is disposed on the tire radially outer side of the belt 31. The tread rubber 36 is disposed on the tire radially outer side of the cap ply 35. There may be two cap plies 35. Alternatively, the configuration may not include the cap ply 35. When the cap ply 35 is not included, an edge ply may be disposed to hold down the axial end of the belt 31 from the tire outer surface side. There may be one edge ply or two edge plies.

The belt 31 is a member that reinforces the tread 30. In this embodiment, the belt 31 has a two-layer structure including an inner belt 32 arranged on the outer side of the inner liner 60 in the tire radial direction, and an outer belt 33 arranged on the outer side of the inner belt 32 in the tire radial direction. Both the inner belt 32 and the outer belt 33 have a structure in which multiple belt cords such as steel cords are covered with rubber.

The inner belt 32 is wider than the outer belt 33. Therefore, the axially outer end 32a of the inner belt 32 is located axially outboard of the axially outer end 33a of the outer belt 33. By providing the belt 31, the rigidity of the tire 1 is ensured and the contact of the tread 30 with the road surface is improved. Note that the belt 31 is not limited to a two-layer structure, and may have a single layer structure, or a three-layer or more layer structure.

The cap ply 35 is a member that reinforces the tread 30 together with the belt 31. The cap ply 35 has a structure in which a plurality of insulating organic fiber cords, such as polyamide fiber, are covered with rubber. The axially outer end 35a of the cap ply 35 is located axially outboard of the axially outer end 32a of the inner belt 32. The cap ply 35 covers the entire belt 31 from the tire outer surface side. In the embodiment, the cap ply 35 is a single layer, but may be a two or more layer structure. By providing the cap ply 35, it is possible to improve durability and reduce road noise during driving.

A pad material 39 is arranged on the tire inner cavity side of the portion of the belt 31 and the cap ply 35 that corresponds to the tire axial end. The pad material 39 is arranged in a relatively small area that extends from the tire axial end of the tread 30 to the shoulder 40. The pad material 39 is sandwiched between a part of the inner belt 32, a part of the cap ply 35, a part of the tread rubber 36, a part of the sidewall rubber 21, and a part of the nonwoven fabric sheet 70 described later.

The tread rubber 36 is disposed radially outward of the cap ply 35. The tread rubber 36 is a member that constitutes the tread surface 37, which is the outer surface of the tread 30. The axially outer end 36b of the tread rubber 36 curves radially inward beyond the axially outer end 35a of the cap ply 35 and covers the radially outer end 21b of the sidewall rubber 21. The portion where the axially outer end 36b of the tread rubber 36 covers the radially outer end 21b of the sidewall rubber 21 constitutes the shoulder 40.

Main grooves 38 extending in the circumferential direction are formed on the tread surface 37. Although one main groove 38 is shown in FIG. 1, multiple main grooves 38 are formed at intervals in the axial direction of the tire.

The carcass ply 50 constitutes the framework of the tire 1. The carcass ply 50 is embedded inside the tire 1, sandwiched between the inner liner 60 and the nonwoven fabric sheet 70, which will be described later.

The carcass ply 50 has a ply body 50A, a pair of left and right ply foldback portions 50B, and a pair of left and right ply bend portions 50C. The ply body 50A extends from the axially inner side of the bead core 11 of one bead 10 through one sidewall 20, one shoulder 40, the tread 30, the other shoulder 40, and the other sidewall 20 to the axially inner side of the bead core 11 of the other bead 10.

The ply fold-up portion 50B is folded back from the radially inner end of the ply body portion 50A around the bead core 11, so that it extends radially outward outside the axial direction of the bead core 11 and the bead filler 12. In the radial direction of the tire, the folded-up end 51b of the ply fold-up portion 50B is located near the maximum width of the tire 1. The portion of the ply fold-up portion 50B that is radially outward of the radially outer end 12a of the bead filler 12 overlaps the axially outer side of the ply body portion 50A.

The ply bend portion 50C is a portion that bends in a U-shape from the ply body portion 50A around the bead core 11 and connects to the ply turn-up portion 50B. The ply bend portion 50C contacts the axially inner side of the bead core 11. The ply body portion 50A and the ply turn-up portion 50B are continuous via the ply bend portion 50C.

The carcass ply 50 is made up of multiple parallel ply cords covered with rubber. The ply cords are made of insulating organic fiber cords such as polyester or polyamide, and function as the framework of the tire 1.

In the embodiment, the carcass ply 50 has a single layer structure, but the carcass ply 50 may have a two-layer or more multi-layer structure. However, a single layer structure is preferable because it reduces weight.

The chafer 13 of the bead 10 described above surrounds the radially inner end of the carcass ply 50, including the ply bend 50C.

The inner liner 60 is disposed on the normal inner side of the carcass ply 50 in the meridian direction of the tire 1, and covers the inner surface of the tire between a pair of beads 10. The inner liner 60 covers the inner surface of the carcass ply 50 in the region spanning the tread 30, shoulder 40, and sidewall 20. The inner liner 60 also covers the inner surfaces of the carcass ply 50 and the chafer 13 in the region spanning from the sidewall 20 to the bead 10. Thus, the inner liner 60 constitutes the inner wall surface of the tire 1. The inner liner 60 is made of air-resistant rubber, and prevents air in the tire cavity from leaking to the outside.

The rubber used for the bead filler 12 has a hardness at least higher than that of the sidewall rubber 21 and the inner liner 60. The hardness of the rubber is JIS K6253-1-2012 3.2 durometer hardness, and is measured in an atmosphere of 23°C using a type A durometer for general rubber (medium hardness).

For example, when the hardness of the sidewall rubber 21 is used as a standard, the hardness of the bead filler 12 is preferably 1.2 to 2.3 times the hardness of the sidewall rubber 21. By setting the hardness at such a level, it is possible to ensure a balance between the flexibility of the tire and the rigidity near the bead 10.

The nonwoven fabric sheet 70 is formed into a sheet of a predetermined thickness. The nonwoven fabric sheet 70 is disposed on the outer side of the carcass ply 50 in the normal direction in the meridian direction of the tire 1. The nonwoven fabric sheet 70 of the embodiment is disposed between the bead fillers 12 of a pair of beads 10. That is, the nonwoven fabric sheet 70 is embedded in the tire 1 in such a manner that it extends from the axially outer side of the bead filler 12 of one bead 10 through one sidewall 20, one shoulder 40, the tread 30, the other shoulder 40, and the other sidewall 20 to the axially outer side of the other bead filler 12. The nonwoven fabric sheet 70 improves the resistance of the tire 1 to external damage and suppresses the occurrence of punctures. For example, if a nail penetrates the tread 30 or sidewall 20, the penetration of the nail is stopped by the nonwoven fabric sheet 70, and the penetration of the nail into the tire cavity is prevented, thereby preventing a puncture.

The portion of the nonwoven fabric sheet 70 that corresponds to the bead filler 12 is sandwiched between a portion of the ply foldback portion 50B of the carcass ply 50 and a portion of the axially outer portion of the chafer 13, and the sidewall rubber 21. That is, the portion of the nonwoven fabric sheet 70 that corresponds to the bead filler 12 overlaps in the axial direction with the axially outer surface 12c of the bead filler 12, sandwiching a portion of the ply foldback portion 50B of the carcass ply 50 and a portion of the axially outer portion of the chafer 13.

The portion of the nonwoven fabric sheet 70 that corresponds to the sidewall 20 is sandwiched between a part of the ply fold-back portion 50B and a part of the ply body portion 50A of the carcass ply 50, and the sidewall rubber 21. The portion of the nonwoven fabric sheet 70 that corresponds to the shoulder 40 is sandwiched between a part of the ply body portion 50A of the carcass ply 50, the sidewall rubber 21, and a part of the padding material 39. The portion of the nonwoven fabric sheet 70 that corresponds to the tread 30 is sandwiched between a part of the ply body portion 50A of the carcass ply 50, a part of the padding material 39, and the inner belt 32.

Furthermore, it is preferable that the portion of the nonwoven fabric sheet 70 corresponding to the bead filler 12 overlaps in the tire axial direction from the tire radial outer end 12a of the bead filler 12 to 70% or more of the tire radial length of the bead filler 12. That is, as shown in FIG. 1, it is preferable that the tire radial length portion L2 where the nonwoven fabric sheet 70 overlaps with the bead filler 12 in the tire axial direction is 70% or more of the tire radial length L1 from the tire radial inner end 12b to the tire radial outer end 12a of the bead filler 12.

The tire radially inner end 70a of the nonwoven fabric sheet 70 of the embodiment is preferably located at a position 5 mm or more inward in the tire radial direction from the rim line 21a. In other words, as shown in FIG. 1, the distance L3 between the tire radially inner end 70a of the nonwoven fabric sheet 70 and the rim line 21a in the tire radial direction is preferably 5 mm or more.

The thickness of the nonwoven fabric sheet 70 of the embodiment is preferably 3 mm or more. The thickness of the nonwoven fabric sheet 70 is more preferably 3 mm or more and 9 mm or less. This is because if the thickness is less than 3 mm, the resistance to external damage may be insufficient, and if it exceeds 9 mm, excessive mass increase occurs. When the thickness of the nonwoven fabric sheet 70 is 3 mm or more and 9 mm or less, both improvement of resistance to external damage and suppression of mass increase are achieved. The thickness of the nonwoven fabric sheet 70 may be 3 mm or more in the entire region, but it is sufficient that the thickness of the part radially outward from the rim line 21a is 3 mm or more, and the thickness of the end radially inward from the rim line 21a may be less than 3 mm. This is because when the rim is attached, the part radially inward from the rim line 21a is protected by the rim and the tire 1 is not damaged. In other words, it is preferable that the nonwoven fabric sheet 70 having a thickness of 3 mm or more is placed in the part exposed to the outside when the rim is attached.

In the embodiment, the nonwoven fabric sheet 70 has a substantially constant thickness in the portions corresponding to the tread 30, shoulders 40, and sidewalls 20, and the portions corresponding to the bead fillers 12 have a tapered shape that becomes thinner toward the tire radially inward. Here, in the portions of the nonwoven fabric sheet 70 corresponding to the bead fillers 12, the thickness of the portion extending from the tire radially outer end 12a of the bead filler 12 to the rim line 21a may be 3 mm or more, and the portion of the bead filler 12 extending from the rim line 21a to the tire radially inward may be less than 3 mm.

The nonwoven fabric sheet 70 of the embodiment preferably has a basis weight (mass per unit area) of 700 g/m ² or more.

The nonwoven fabric sheet 70 has the above-mentioned thickness and basis weight when embedded in the tire 1, that is, when the raw tire in which the bead 10, sidewall 20, tread 30, shoulder 40, carcass ply 50 and inner liner 60, which are the components of the tire 1 including the nonwoven fabric sheet 70, are molded is vulcanized to manufacture the tire 1. The thickness of the nonwoven fabric sheet 70 before vulcanization is, for example, about 7 mm, but is compressed to a thickness of 3 mm or more by pressure during vulcanization. This increases the density of the fibers in the thickness direction, increasing the strength and providing high resistance to external damage. The basis weight does not change before and after vulcanization, or if there is a slight change, it may be 700 g/m ² or more in the state of the tire 1 after vulcanization.

The nonwoven fabric sheet 70 of the embodiment is a felt-like sheet, and the fibers that make up the nonwoven fabric are not oriented, but rather the fibers are randomly oriented. A nonwoven fabric sheet 70 with random fiber orientation is preferable because it results in a stronger sheet with fewer gaps between the fibers compared to one with an oriented fiber orientation.

In addition, examples of the material of the nonwoven fabric constituting the nonwoven fabric sheet 70 of the embodiment include, but are not limited to, organic fibers such as polyester fibers, aliphatic polyamide fibers (nylon fibers), aromatic polyamide fibers (aramid fibers), polyvinyl alcohol-based fibers, and carbon fibers, and inorganic fibers such as metal fibers and glass fibers. In addition, from the viewpoint of weight reduction, nonwoven fabric made of organic fibers is preferable, and among organic fibers, polyester fibers are preferable from the viewpoints of cost reduction and strength.

The nonwoven fabric sheet 70 is manufactured by a conventional manufacturing method. For example, methods for forming fibers into a sheet include the dry method, the wet method, the spunbond method, the meltblowing method, the airlaid method, etc., and methods for bonding fibers include, but are not limited to, the chemical bond method, the thermal bond method, the needle punch method, the hydroentanglement method, etc.

The tire 1 having the configuration of the above-mentioned embodiment is not limited to a specific vehicle type, but is suitable for use under conditions where the load factor relative to the load index is 60% or less. Examples of such vehicles include lightweight, low-speed small mobility tires such as golf carts with small tire sizes (e.g., tire outer diameter: 550 mm or less, rim diameter: 14 inches or less, etc.).

The tire 1 according to the embodiment described above provides the following advantages:

(1) The tire 1 according to the embodiment includes a pair of beads 10 each having a bead core 11 and a bead filler 12, a pair of sidewalls 20 extending radially outward from each of the pair of beads 10, a tread 30 disposed between the pair of sidewalls 20, a carcass ply 50 disposed between the pair of beads 10, and a nonwoven fabric sheet 70 disposed on the outer side of the carcass ply 50 in the normal direction to the meridian direction, and the nonwoven fabric sheet 70 is disposed between the bead fillers 12 in at least one pair of beads 10 and overlaps with the bead filler 12 in the tire axial direction.

According to the tire 1 according to the embodiment, if a nail penetrates the tread 30 or the sidewall 20, the nonwoven fabric sheet 70 stops the nail from penetrating and prevents the nail from penetrating into the tire cavity. In other words, the tire 1 according to the embodiment has enhanced external damage resistance and puncture prevention function due to the nonwoven fabric sheet 70. Since the nonwoven fabric sheet 70 is arranged on the outer side of the normal direction of the meridian direction of the carcass ply 50, the carcass ply 50 is protected by the nonwoven fabric sheet 70 and is less susceptible to external damage. Therefore, even if it is damaged, the function of the carcass ply 50 is maintained, and normal running of the tire 1 can be continued. Such puncture prevention function is achieved not only in the tread 30 and shoulder 40 but also in the sidewall 20.

That is, the nonwoven fabric sheet 70 is also arranged on the sidewall 20 on the outer side in the normal direction of the meridian direction of the carcass ply 50, and the nonwoven fabric sheet 70 reaches from the sidewall 20 to the bead filler 12 and overlaps with the axially outer surface 12c of the bead filler 12 in the tire axial direction. As a result, there is no gap between the nonwoven fabric sheet 70 and the bead filler 12 in the sidewall 20, and the damage resistance is strengthened by the nonwoven fabric sheet 70 in every part of the sidewall 20. As a result, even if the sidewall 20 is damaged, for example, when the tire 1 rubs against or runs over a curb while traveling, the nonwoven fabric sheet 70 arranged on the sidewall 20 can prevent punctures. In addition, the nonwoven fabric sheet 70 is lighter than, for example, a reinforcing rubber layer provided in a run-flat tire, and mass increase is suppressed. Therefore, according to the tire 1 according to the embodiment, the puncture prevention function of the sidewall 20 together with the tread 30 can be sufficiently ensured.

(2) In the tire 1 according to the embodiment, it is preferable that the nonwoven fabric sheet 70 overlaps a portion of the bead filler 12 extending from the tire radial outer end 12a to 70% or more of the tire radial length of the bead filler 12.

This ensures that the nonwoven fabric sheet 70 has a sufficient radial length that overlaps with the bead filler 12 in the tire axial direction, improving the damage resistance of the sidewall 20.

(3) In the tire 1 according to the embodiment, the bead 10 has a rim line 21a, and the tire radially inner end 70a of the nonwoven fabric sheet 70 is preferably located at a position 5 mm or more inward in the tire radial direction from the rim line 21a.

As a result, when the tire 1 is mounted on the rim, the nonwoven fabric sheet 70 is positioned to cover the entire area of the tire 1 that is exposed to the outside, and when mounted on the vehicle, the entire exposed outer surface has sufficient resistance to external damage, improving puncture prevention.

(4) In the tire 1 according to the embodiment, the thickness of the nonwoven fabric sheet 70 is preferably 3 mm or more. This ensures sufficient resistance to external damage provided by the nonwoven fabric sheet 70 and improves puncture prevention performance.

(5) In the tire 1 according to the embodiment, the nonwoven fabric sheet 70 preferably has a basis weight of 700 g/ ^m2 or more. This ensures sufficient external damage resistance by the nonwoven fabric sheet 70, and improves puncture prevention function.

(6) In the tire 1 according to the embodiment, it is preferable that the orientation of the fibers of the nonwoven fabric sheet 70 is random. This ensures sufficient resistance to external damage by the nonwoven fabric sheet 70 and improves the puncture prevention function.

The above describes specific embodiments of the present invention, but the present invention is not limited to the above embodiments, and modifications and improvements made to the extent that the object of the present invention can be achieved are still included in the scope of the present invention.

1. Tires (pneumatic tires)
REFERENCE SIGNS LIST 10 Bead 11 Bead core 12 Bead filler 12a Tire radially outer end of bead filler 12c Tire axially outer surface of bead filler 20 Sidewall 21a Rim line 30 Tread 50 Carcass ply 70 Nonwoven fabric sheet 70a Tire radially inner end of nonwoven fabric sheet

Claims (6)

a pair of beads having a bead core and a bead filler;
a pair of sidewalls extending radially outward from each of the pair of beads;
a tread disposed between the pair of sidewalls;
a carcass ply disposed between the pair of beads;
A nonwoven fabric sheet arranged on the outer side in a normal direction of the meridian direction of the carcass ply,
The nonwoven fabric sheet is disposed at least between the bead fillers in the pair of beads and overlaps with the bead fillers in the tire axial direction. The pneumatic tire according to claim 1, wherein the nonwoven fabric sheet overlaps a portion of the bead filler from the outer end of the bead filler in the tire radial direction to 70% or more of the tire radial direction length of the bead filler. The bead has a rim line.
The pneumatic tire according to claim 1 , wherein an inner end of the nonwoven fabric sheet in the tire radial direction is located at a position 5 mm or more inward from the rim line in the tire radial direction. The pneumatic tire according to claim 1 or 2, wherein the thickness of the nonwoven fabric sheet is 3 mm or more. The pneumatic tire according to claim 1 or 2, wherein the nonwoven fabric sheet has a basis weight of 700 g/m ² or more. The pneumatic tire according to claim 1 or 2, wherein the fibers of the nonwoven fabric sheet are randomly oriented.

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