JP5727875B2 - tire - Google Patents

Description

  The present invention relates to a tire including a plurality of turbulent flow generating ridges that protrude from an outer surface of a tire side portion, extend in a tire radial direction, and are arranged at intervals in the tire circumferential direction.

  In general, an increase in the temperature of the tire is not preferable from the viewpoint of durability because it promotes a change with time such as a change in physical properties of the material, or causes a tread breakage at a high speed. Therefore, there is one that improves the cooling effect by generating or promoting a turbulent flow having a high flow velocity on the outer surface by forming a turbulent flow generating protrusion extending in the tire radial direction on the tire side portion. (For example, refer to Patent Document 1). Since the rubber constituting the tire is a material with poor thermal conductivity, it is known that it is more effective to aim at the cooling effect by promoting the generation of turbulence than to aim at the cooling effect by expanding the heat radiation area. ing.

JP 2009-29370 A

  The conventional turbulent flow generating ridge is provided so as to protrude from the tire side portion. For this reason, the mold (mold) used when vulcanizing the raw tire is provided with a recess having a shape recessed outward in the tire width direction from a part of the mold in contact with the surface of the tire side portion. The concave portion has a shape corresponding to the ridge for generating turbulent flow, and has a longitudinal direction corresponding to the extending direction of the ridge for generating turbulent flow. Generally, when a raw tire is vulcanized, the raw tire is pressed against a mold by a rubber balloon-like bladder. Thereby, the rubber material which comprises a green tire enters in the recessed part of a mold, and the ridge for turbulent flow generation is formed.

  The air existing between the mold and the green tire is pressed against the green tire and enters the recess of the mold. Since the vicinity of the center of the recess in the longitudinal direction does not hit the opening edge of the recess compared to the end face side of the recess in the longitudinal direction, the rubber material is likely to enter the vicinity of the center of the recess. For this reason, the air that has entered the recess of the mold is pushed by the rubber material that has entered the vicinity of the center of the recess of the mold and moves in the longitudinal direction at the bottom of the recess. Since the moved air is collected at the corners of the recesses in the longitudinal direction, it is difficult for the rubber material to enter the corners of the recesses. For this reason, bears are likely to be generated at the ends of the turbulent flow generating ridges in the tire radial direction, which may result in poor shape and poor appearance.

  This invention is made | formed in view of the said problem, and makes it an example subject to suppress generation | occurrence | production of the bear at the time of manufacture in a tire provided with the protrusion for several turbulent flow generation | occurrence | production.

  In order to solve the above-described problems, a tire (tire 1) as an exemplary aspect of the present invention protrudes from the outer surface (outer surface 3A) of the tire side portion (tire side portion 3), and the tire radial direction (tire The tire includes a plurality of turbulent flow generating ridges (turbulent flow generating ridges 10) extending in the radial direction trd) and spaced apart in the tire circumferential direction (tire circumferential direction tcd). A circumferential ridge (circumferential ridge 15) projecting from the outer surface of the tire side portion and extending in the tire circumferential direction, and the turbulent flow generating projection in the tire radial direction. The end of the ridge (outer ridge end 11) is connected to the circumferential ridge, and the end of the turbulent flow generating ridge in the tire radial direction is connected to the circumferential ridge. , With respect to the outer surface of the tire side portion The height (height 11H) of the end portion of the flow generating ridge is lower than the height (height 15H) of the circumferential ridge with respect to the outer surface of the tire side portion. The gist.

  The end of the turbulent flow generation ridge in the tire width direction is continuous with the circumferential ridge. That is, at least one of the outer end or the inner end of the turbulent flow generation ridge in the tire radial direction is continuous with the circumferential ridge. Furthermore, in the portion where the end of the turbulent flow generating ridge in the tire radial direction and the circumferential ridge are continuous, the height of the end of the turbulent generating ridge with respect to the outer surface of the tire side portion is the tire side It is lower than the height of the circumferential ridge with respect to the outer surface of the part.

  When the green tire is vulcanized with the mold, the air that was easily accumulated in the corners of the recesses forming the ends of the turbulent flow generating ridges moves to the mold recesses forming the circumferential ridges. Accordingly, since the rubber material enters the bottom of the recess that forms the end of the turbulent flow generating ridge without being obstructed by air, it is possible to suppress the occurrence of a bear at the end of the turbulent flow generating ridge. .

  In the portion where the end of the turbulent flow generating ridge in the tire radial direction and the circumferential ridge are continuous, the height of the end of the turbulent generating ridge with respect to the outer surface of the tire side portion is the height of the tire side portion. Since it is lower than the height of the circumferential ridge with respect to the outer surface, in the tire width direction between the bottom of the recess forming the circumferential ridge and the bottom of the recess forming the end of the turbulent flow generating ridge Steps with different heights are formed. Therefore, when vulcanizing a raw tire with a mold, in order for the air accumulated in the concave portion forming the circumferential ridge to move to the concave portion forming the end of the turbulent flow generating ridge, a step is required. Must be exceeded. The air accumulated in the concave portion forming the circumferential ridge is pressed against the bottom of the concave portion forming the circumferential ridge by the rubber material entering the concave portion forming the circumferential ridge. For this reason, the air accumulated in the concave portion forming the circumferential ridge is unlikely to exceed the step and hardly moves to the concave portion forming the turbulent flow generating ridge.

  Furthermore, since the height of the end of the turbulent flow generating ridge is lower than the height of the circumferential ridge, the rubber material enters the bottom of the recess that forms the end of the turbulent flow generating ridge. No.

  As a result, air does not accumulate at the bottom of the recess that forms the end of the turbulent flow generating ridge, and the rubber material easily enters the bottom of the recess that forms the end of the turbulent flow generating ridge. For this reason, it can suppress that a bear generate | occur | produces in the edge part of the protrusion for turbulent flow generation.

  In the case of a thin gauge tire for the purpose of reducing the weight of the tire and reducing the cost, the amount of the rubber material constituting the tire side portion is reduced, so that the rubber material pressed against the mold is reduced. For this reason, a bear tends to be generated at the end of the turbulent flow generating ridge. However, according to the tire having the above-described configuration, even if the tire is thin gauge, the rubber material can enter the bottom of the recess that forms the end portion of the turbulent flow generation protrusion, so that the turbulent flow is generated. It can suppress that a bear generate | occur | produces in the edge part of a protrusion.

  When the tire including the turbulent flow generating ridge rotates, the air in contact with the outer surface of the tire side portion gets over the turbulent flow generating ridge. The overcoming air flows in a direction substantially perpendicular to the outer surface on the back side of the turbulent flow generating ridge, and strikes the outer surface. For this reason, the air flow hitting the outer surface exchanges heat with the air flow remaining on the outer surface between the turbulent flow generating ridge and the turbulent flow generating ridge. Moreover, the air which has a radial direction component which goes to a tire radial direction gets over a circumferential direction protrusion. Overcoming air flows in a direction substantially perpendicular to the outer surface on the back side of the circumferential ridge, and strikes the outer surface located on the outer side in the tire radial direction of the circumferential ridge. For this reason, the air flow that hits the outer surface exchanges heat with the air flow that remains on the outer surface located on the outer side in the tire radial direction of the circumferential ridge. As a result, temperature rise on the outer surface can be suppressed and tire durability can be improved.

  Further, the tire side portion has a tire maximum width region (tire maximum width region TR) including a position where the length of the tire in the tire width direction (tire width direction twd) is maximum, and in the tire radial direction. The end of the turbulent flow generation ridge includes a ridge outer end (protrusion outer end 11) positioned outside the turbulent flow generation ridge in the tire radial direction, and the tire maximum width region. The outer edge of the ridge is connected to the circumferential ridge, and the width of the circumferential ridge in the tire radial direction is the maximum width of the turbulent flow generation ridge in the tire circumferential direction ( It is desirable to be narrower than the protrusion width 11W).

  In the cross section along the tire radial direction and the tire width direction, the outer surface of the tire side portion has a curved shape. In the vicinity of a large area, it is easy to leave the outer surface of the tire. However, in the tire maximum width region, since the outer end of the ridge is continuous with the circumferential ridge, when an air flow having a radial component gets over the circumferential ridge, the circumferential ridge in the tire radial direction On the outside of the tire, it flows in a vertical direction with respect to the outer surface of the tire (so-called downward flow). As a result, the air flow having a radial component is prevented from separating from the outer surface of the tire, the temperature increase of the outer surface of the tire is suppressed outside the circumferential ridge in the tire radial direction, and the tire durability is improved. Can be improved.

  Furthermore, since the width of the circumferential ridge in the tire radial direction is narrower than the maximum width of the turbulent flow generating ridge in the tire circumferential direction, the amount of rubber material constituting the tire side portion should be greatly increased. Absent. For this reason, it can suppress that a bear generate | occur | produces at a protrusion outer side edge part, aiming at thickness reduction of a tire side part.

In addition, a pair of bead cores (bead core 6A) and a carcass layer (carcass layer 7) having a toroidal shape straddling between the pair of bead cores, the carcass layer is the pair of bead cores in the tire width direction. And the circumferential ridge is located on the outer side in the tire radial direction of the end of the folded part of the carcass layer, and the circumferential ridge is in the tire radial direction. An end portion of the turbulent flow generation ridge that is continuous with the circumferential ridge is positioned on the outer side in the tire width direction of an end portion (folded end portion 7a) of the folded portion.

  The length in the tire width direction from the carcass layer to the bottom of the recess of the mold is different between the outer side in the tire radial direction and the inner side in the tire radial direction at the folded end of the carcass layer. Specifically, the length in the tire width direction from the carcass layer to the bottom of the concave portion of the mold is the length in the tire width direction from the carcass main body portion to the bottom of the concave portion of the mold on the outer side in the tire radial direction of the folded end portion. In the tire radial direction inner side of the folded end portion, the length in the tire width direction from the folded portion to the bottom of the concave portion of the mold. Accordingly, the rubber material is easily pressed against the mold by the thickness of the folded portion of the carcass layer on the inner side in the tire radial direction of the folded end portion, and the rubber material is relatively placed on the mold on the outer side in the tire radial direction of the folded end portion. Hard to be pressed. For this reason, it is difficult for the rubber material to enter the bottom of the concave portion of the mold in the portion on the outer side in the tire radial direction from the folded end portion. Even in the tire having such a configuration, the rubber material can be allowed to enter the bottom of the concave portion of the mold that forms the end of the turbulent flow generating ridge, so that the end of the turbulent flow generating ridge is bare. Can be prevented from occurring.

  Moreover, it is desirable that the turbulent flow generating ridge extends while being inclined with respect to the tire radial direction.

  Since the ridge for generating turbulent flow extends while inclining with respect to the tire radial direction, as described in International Publication No. WO2009 / 0117167, the turbulent flow generating ridge stagnates with the air flow flowing outward by centrifugal force. The generation of turbulence is promoted in relation to the air that is flowing, and the cooling effect is enhanced.

  Further, the height of the turbulent flow generating ridge with respect to the outer surface of the tire side portion changes in the tire radial direction, toward the end of the turbulent flow generating ridge continuous with the circumferential ridge. It may decrease gradually.

  The height of the turbulent flow generation ridge with respect to the outer surface of the tire side portion changes in the tire radial direction and gradually decreases toward the end of the turbulent flow generation ridge that is continuous with the circumferential ridge. For example, the bottom of the concave portion forming the circumferential ridge and the bottom of the concave portion forming the end of the turbulent flow generating ridge are formed without increasing the depth of the bottom of the concave portion forming the circumferential ridge. It becomes easy to form the level | step difference from which the height along a tire width direction differs between. If the depth of the bottom of the recess that forms the circumferential ridge is shallow, the rubber material can easily enter the bottom of the recess of the mold that forms the circumferential ridge. In addition, the height of the turbulent flow generating ridge with respect to the outer surface of the tire side portion gradually decreases toward the end of the turbulent flow generating ridge connected to the circumferential ridge. The rubber material can easily enter the bottom of the recess that forms the end of the protrusion. As a result, it is possible to suppress the occurrence of bears at the end of the turbulent flow generating ridge.

  Moreover, it is desirable that the circumferential ridge is provided with a vent spew (vent spew 18) formed by a hole provided in a mold used when manufacturing the tire.

  When the raw tire is vulcanized with the mold, the air that has moved from the concave portion forming the end of the turbulent flow generating ridge to the concave portion of the circumferential ridge from the hole provided in the circumferential ridge Exhausted. Therefore, it can suppress that a bear generate | occur | produces in the edge part of the ridge for turbulent flow generation | occurrence | production, and the circumferential ridge.

  Further, in the cross section along the tire width direction and the tire radial direction, the tire is preferably applied to a tire including a crescent-shaped reinforcing rubber layer (sidewall reinforcing layer 8) on the tire side portion. Since the turbulent flow generation ridge and the circumferential ridge are provided, it is possible to suppress an increase in the temperature of the tire side portion. In addition, when the outer edge of the ridge for generating turbulent flow is located in the tire maximum width region, turbulent flow is generated even if the tire side portion is bent during puncturing (when the tire pressure is 0 kPa). This makes it difficult for the protrusions to contact the road surface. Thereby, breakage such as chipping or baldness of the turbulent flow generating ridge can be suppressed. In addition, the temperature of the tire side portion does not increase due to the friction between the turbulent flow generating ridge and the road surface. As a result, the cooling effect by the turbulent flow generating ridge can be obtained even during puncturing.

  According to the tire configured as described above, the end of the turbulent flow generating ridge and the circumferential ridge are continuous, and the end of the turbulent flow generating ridge in the ear radial direction and the circumferential ridge In the continuous portion, the height of the end of the turbulent flow generating ridge with respect to the outer surface of the tire side portion is lower than the height of the circumferential ridge with respect to the outer surface of the tire side portion. When the raw tire is vulcanized with the mold, the air that was easily collected in the corners of the recesses that form the ends of the turbulent flow generating ridges moves to the mold recesses that form the circumferential ridges. The rubber material enters the bottom of the recess that forms the end of the turbulent flow generation ridge without being obstructed by air. Therefore, it can suppress that a bear generate | occur | produces in the edge part of the ridge for turbulent flow generation.

1 is a side view of a tire according to Embodiment 1. FIG. FIG. 2 is a cross-sectional view of the main part showing a cross section taken along the line AA of FIG. FIG. 3 is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. FIG. 4A is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. FIG. 4B is a cross-sectional view orthogonal to the extending direction of the turbulent flow generation protrusion 10 shown in FIG. FIG. 5A is a partial cross-sectional view along the tire width direction twd and the tire radial direction trd of the tire according to the first embodiment. FIG. 5B is a partial cross-sectional view along the tire width direction twd and the tire radial direction trd of the tire according to the first embodiment. FIG. 6 is a cross-sectional view of the turbulent flow generating ridge 10 along the tire width direction twd and the tire radial direction trd. FIG. 7 is a side view of the tire according to the second embodiment. FIG. 8 is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. FIG. 9A is a partial cross-sectional view along the tire width direction twd and the tire radial direction trd of the tire according to the third embodiment. FIG. 9B is a partial cross-sectional view along the tire width direction twd and the tire radial direction trd of the tire according to the third embodiment.

  Next, an embodiment of a tire 1 according to the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones.

  Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

  In the present embodiment, (1) a schematic configuration of the tire 1A, (2) a schematic configuration of the turbulent flow generating ridge 10 and the circumferential ridge 15, (3) a cooling mechanism of the turbulent flow generating ridge, 4) Actions and effects, (5) Other embodiments, and (6) Comparative evaluation will be described.

  First, a schematic configuration of the tire 1A (1) according to the first embodiment will be described with reference to FIGS. 1 to 3 show a tire 1A (1) and its main part according to the first embodiment. FIG. 1 is a side view of the tire 1A. FIG. 2 is a cross-sectional view of the main part showing a cross section taken along the line AA of FIG. That is, FIG. 2 is a cross-sectional view along the tire width direction twd and the tire radial direction trd of the tire 1A. FIG. 2 shows an outer portion in the tire width direction twd from the tire equator line CL.

(1) Schematic Configuration of Tire 1A As shown in FIGS. 1 and 2, the tire 1A includes a tread portion 2 that contacts a road surface, tire side portions 3 on both sides in the tire width direction twd, and each tire side portion 3. And a bead portion 4 provided along the opening edge. As shown in FIG. 1, a plurality of turbulent flow generating ridges 10 are arranged on the outer surface 3 </ b> A of the tire side portion 3. A circumferential ridge 15 extending in the tire circumferential direction tcd is disposed on the outer surface 3A of the tire side portion 3. Therefore, the tire 1 </ b> A includes the turbulent flow generation ridge 10 and the circumferential ridge 15. The outer surface of the tire side portion 3 is constituted by an outer surface 3A, an outer surface 3B, and an outer surface 3C. The outer surface 3A of the tire side portion 3 is a surface between the outer surface 3B and the outer surface 3C in the tire radial direction trd. The outer surface 3B of the tire side portion 3 is a surface located inside the tire radial direction trd of the turbulent flow generation projection 10. The outer surface 3 </ b> C of the tire side portion 3 is a surface located on the outer side in the tire radial direction trd of the circumferential protrusion 15.

  As shown in FIG. 2, the bead portion 4 includes a bead core 6 </ b> A and a bead filler 6 </ b> B provided so as to go around along the edge of the opening of the tire side portion 3. Specifically, a steel cord or the like is used as the bead core 6A. Although not shown, the tire 1 includes a pair of bead cores 6A.

  As shown in FIG. 2, the tire 1 </ b> A has a carcass layer 7 serving as a tire skeleton. The carcass layer 7 has a toroidal shape straddling between the pair of bead cores 6A. The carcass layer 7 includes a folded portion 7A that is folded outward in the tire width direction twd by a pair of bead cores 6A, and a carcass body portion 7B that straddles between the pair of bead cores 6A. The folded portion 7A has a folded end portion 7a that is an outer end portion in the tire radial direction trd.

  A side wall reinforcing layer 8 as a reinforcing rubber is provided inside the carcass layer 7 located in the tire side portion 3 (in the tire radial direction trd). The sidewall reinforcing layer 8 is formed of a crescent-shaped rubber stock in a cross section along the tire width direction twd and the tire radial direction trd.

  A plurality of belt layers 9 are provided outside the carcass layer 7 in the tire radial direction trd. The tread portion 2 that is in contact with the road surface is provided outside the belt layer 9 in the tire radial direction trd.

  The tire 1A has a tire maximum width in which the length of the tire 1A in the tire width direction twd is maximum. Note that the tire maximum width here does not include the maximum width between rim guards in the tire width direction twd, for example, in a tire including a rim guard. That is, the tire maximum width does not include the rim guard. With reference to the height of the inner end of the bead portion 4 in the tire radial direction trd, the maximum width height SWH of the tire maximum width is the tread to the tread surface on the tire equator line CL in a state where air is not put into the tire. Located at 48% or more of the surface height SWH.

  The tire 1A has a tire maximum width region TR including a position where the length of the tire 1A in the tire width direction twd is maximum in the tire side portion 3. That is, the maximum width region TR is the surface of the tire side portion 3 located at a height including the maximum width height SWH in the tire radial direction trd. The range of the tire maximum width region TR in the tire radial direction trd is a region within 25% of the tread surface height SWH. In the case of a run flat tire used for a general vehicle, the maximum width region TR is in a range of 60 mm in the tire radial direction trd. That is, the range of the tire maximum width region TR in the tire radial direction trd is a range of 30 mm outside the tire radial direction trd and 30 mm inside the tire radial direction trd with the tire maximum width position as the center.

  In the tire 1A, the tire side portion 3 is preferably a thin gauge. Thereby, the heat_generation | fever of the tire side part 3 at the time of puncture driving | running | working (at the time of tire internal pressure 0kPa driving | running | working) can be reduced.

  In this specification, the thickness of the gauge is the thinnest portion when the thickness is measured perpendicularly from the surface of the carcass layer 7. That is, it is the thinnest thickness portion from the surface of the carcass layer 7 to the outer surface of the tire side portion 3. In the tire 1A according to the present embodiment, the thickness of the folded portion of the carcass layer 7 is the thickness from the outer end in the tire radial direction, and the gauge thickness of the tire side portion 3 is 3.0 mm. The gauge thickness of the tire side part 3 may be 3.0 mm or less. In addition, it is preferable that the gauge thickness of the tire side part 3 is 2-4 mm.

(2) Schematic configuration of turbulent flow generating ridge 10 and circumferential ridge 15 A schematic configuration of the turbulent flow generating ridge 10 will be described with reference to FIGS. FIG. 3 is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. FIG. 4A is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. FIG. 4B is a cross-sectional view orthogonal to the extending direction of the turbulent flow generation protrusion 10 shown in FIG. Specifically, FIG. 4B is a cross-sectional view taken along the line CC in FIG. FIG. 5A is a partial cross-sectional view of the tire 1A along the tire width direction twd and the tire radial direction trd. FIG. 5B is a partial cross-sectional view of the tire 1A along the tire width direction twd and the tire radial direction trd. Specifically, FIG. 5A and FIG. 5B are BB cross-sectional views in FIG.

  In the tire 1A having the tire side portion 3 provided with the sidewall reinforcing layer 8 made of crescent-shaped reinforcing rubber as in the present embodiment, the temperature of the tire side portion 3 is particularly reduced to improve durability. It becomes effective from the viewpoint. Therefore, in the tire 1A of the present embodiment, as described above, a plurality of turbulent flow generation protrusions 10 are provided on the outer surface 3A of the tire side portion 3 to generate turbulent flow or promote turbulent flow. Thus, the cooling effect in the tire side portion 3 is enhanced.

  The plurality of turbulent flow generation ridges 10 protrude from the outer surface 3A of the tire side portion 3, extend along the tire radial direction trd, and are arranged at intervals along the tire circumferential direction tcd. As shown in FIG. 1, the turbulent flow generation ridges 10 are radially arranged on the outer surface 3 </ b> A of the tire side portion 3 around the tire rotation axis. The turbulent flow generation ridge 10 extends while being inclined with respect to the tire radial direction trd. Therefore, the length of the turbulent flow generating ridge 10 in the extending direction is longer than the length of the turbulent flow generating ridge 10 along the tire radial direction trd. The ends of the turbulent flow generating ridges 10 in the tire radial direction are the ridge outer end 11 positioned outside the turbulent flow generating ridge 10 in the tire radial direction trd and the turbulent flow generating trd in the tire radial direction trd. It has a ridge inner end portion 12 located inside the ridge 10. Further, the circumferential ridge 15 protrudes from the outer surface 3A of the tire side portion 3 and extends along the tire circumferential direction tcd. As viewed from the tire radial direction trd, the circumferential ridge 15 is annular.

  The turbulent flow generating ridge 10 is a long protrusion for generating turbulent flow on the outer surface of the tire side portion 3 or promoting turbulent flow when the tire 1A rotates. As shown in FIG. 2, the ridge outer end 11 serving as the outer end in the tire radial direction trd of the turbulent flow generation ridge 10 is located in the tire maximum width region TR. The ridge outer end portion 11 continues to the circumferential ridge 15. Specifically, the ridge outer end portion 11 is continuous with the inner side surface of the circumferential ridge 15 in the tire radial direction trd. The ridge outer end portion 11 is in contact with the inner side surface of the circumferential ridge 15 in the tire radial direction trd.

  A folded end 7a is located inside the protruding outer end 11 in the tire width direction twd. That is, the outer end portion 11 of the turbulent flow generation projection 10 in the tire radial direction trd is positioned outside the folded end portion 7a in the tire width direction twd.

  In the portion where the ridge outer end 11 and the circumferential ridge 15 are continuous, the height 11H of the ridge outer end 11 with respect to the outer surface 3A of the tire side portion 3 is a circle with respect to the outer surface 3A of the tire side portion 3. The height of the circumferential ridge 15 is lower than 15H. That is, the height 15H of the circumferential ridge 15 with respect to the outer surface 3A of the tire side portion 3 is higher than the height 11H of the ridge outer end portion 11 with respect to the outer surface 3A of the tire side portion 3. Therefore, a step having different heights along the tire width direction twd is formed in a portion where the outer ridge end 11 and the circumferential ridge 15 are continuous.

  The ridge inner end portion 12 of the turbulent flow generating ridge 10 is smoothly connected to the outer surface 3B of the tire side portion 3 on the inner side of the turbulent flow generating ridge 10 in the tire radial direction trd. That is, a step having different heights along the tire width direction twd is not formed in a portion where the ridge inner end portion 12 and the outer surface 3B are continuous. In the portion where the ridge inner end portion 12 and the outer surface 3B are continuous, the height of the ridge inner end portion 12 with respect to the outer surface 3A of the tire side portion 3 is the height of the outer surface 3B with respect to the outer surface 3A of the tire side portion 3. Is the same. In other words, the ridge inner end portion 12 of the turbulent flow generation ridge 10 is continuous so as to be flush with the outer surface 3B. Therefore, it is possible to improve the rigidity of the inner end portion 12 of the ridge and suppress breakage such as chipping and baldness, and to reduce the possibility of shape defects and appearance defects by suppressing the occurrence of bears during manufacturing. can do.

  Characters and symbols for information transmission are attached to the outer surface 3C of the tire side portion 3 on the outer side of the circumferential ridge 15 in the tire radial direction trd.

  In the present embodiment, as shown in FIG. 3, the adjacent turbulent flow generating ridges 10 are set at a predetermined interval. The ridge width, which is the width of the turbulent flow generation ridge 10 in the tire circumferential direction tcd, changes so as to expand toward the outer side of the tire radial direction trd (tread portion 2 side). Therefore, the fluid flowing from the inner side of the tire radial direction trd to the outer side of the tire radial direction trd strikes the ridge 10 for generating the turbulent flow due to the centrifugal force associated with the rotation of the tire or the traveling of the vehicle, and the temperature cooling effect of the tire side portion 3 is enhanced Is possible. In addition, the fluid moving outward in the tire radial direction trd can be easily guided to the adjacent turbulent flow generation ridge 10 in the tire circumferential direction tcd, and the cooling effect on the entire tire side portion 3 can be enhanced.

  Moreover, the shape of the both sides along the longitudinal direction of the turbulent flow generating ridge 10 (that is, the extending direction of the turbulent flow generating ridge 10) differs depending on one side and the other side. . The shape of one side is substantially parallel to the longitudinal direction and is substantially linear. In addition, the shape of the other side has a slowly inclined portion 13 that is substantially parallel to the one side and a steeply inclined portion 14 that is inclined with respect to the longitudinal direction relative to the slowly inclined portion 13. The vicinity of the ridge outer end portion 11 is a steeply inclined portion 14. Therefore, the ridge 10 for generating turbulent flow has a ridge width that increases toward the ridge outer end portion 11.

  Of the width end portions 11A and 11B that are ends in the tire circumferential direction of the ridge outer end portion 11 of the turbulent flow generation ridge 10, one width end portion 11A includes a circumferential side E1 extending in the tire circumferential direction. The angle θe at which the radial side E2 extending in the tire radial direction trd intersects is formed to be 90 degrees or less.

  The ridge inner end portion 12 of the turbulent flow generation ridge 10 includes width end portions 12A and 12B which are ends in the tire circumferential direction tcd. As seen from the tire width direction twd, a straight line that passes through substantially the center of the width end portions 12A and 12B in the tire circumferential direction tcd and is substantially parallel to the side surface on the width end portion 12B side in the tire circumferential direction tcd is defined as a straight line m. A straight line passing through the boundary between the gently inclined portion 13 and the steeply inclined portion 14 and parallel to the straight line m is defined as a straight line n. The distance 11Wa between the straight line m and the straight line n is 1.4 mm in the present embodiment. The distance 11Wb between the width end portion 11B and the straight line m is 1.2 mm. The ridge width 11W of the ridge outer end 11 of the turbulent flow generation ridge 10 is 4.7 to 7.1 mm.

  Of the width end portions 12A and 12B, which are ends in the tire circumferential direction tcd of the ridge inner end portion 12 of the turbulent flow generation ridge 10, one width end portion 12A, the straight line m, and the distance 12Wa are as follows. In form, it is 0.7 mm. The distance 12Wb between the other width end portion 12B and the straight line m is 0.8 mm in the present embodiment. The ridge width 12W of the ridge inner end portion 12 is 1.2 to 1.5 mm. The ridge width 11W of the ridge outer end portion 11 and the ridge width 12W of the ridge inner end portion 12 can be adjusted as appropriate for each tire size.

  The length 10L in the tire radial direction trd from the ridge outer end 11 to the ridge inner end 12 of the turbulent flow generation ridge 10 is preferably in the range of 8-30.

  In the present embodiment, when viewed from the tire width direction twd, one side of the turbulent flow generating ridge 10 has an arc shape. The radius of curvature Ra of one side of the turbulent flow generating ridge 10 is constant at 180 mm. When viewed from the tire width direction twd, the gently inclined portion 13 has an arc-shaped side surface. The curvature radius Rb of the side surface of the gently inclined portion 13 is constant at 180 mm. As viewed from the tire width direction twd, the steeply inclined portion 14 has an arc-shaped side surface. The curvature radius Rc of the side surface of the steeply inclined portion 14 is 0.8 times the length 10L. The curvature radius Rc is preferably in the range of 12 mm to 20 mm. An end portion of the outer surface 3B of the tire side portion 3 in the tire radial direction trd extends along the tire circumferential direction tcd.

  An end portion in the tire radial direction trd of the outer surface 3B viewed from the tire width direction twd has an arc shape. The number of turbulent flow generation ridges 10 and the pitch angle θp may be determined by the radius of curvature Rd of the end of the outer surface 3B in the tire radial direction trd. For example, when the radius of curvature Rd is 147.2 mm to 165.4 mm, there are 90 turbulent flow generation ridges 10 and the pitch angle θp is 4 degrees. When the curvature radius Rd is 165.5 mm to 176.5 mm, there are 96 turbulent flow generation ridges 10, and the pitch angle θp is 3.8 degrees. When the curvature radius Rd is 176.6 mm to 183.8 mm, the number of turbulent flow generating ridges 10 is 100, and the pitch angle θp is 3.6 degrees. When the curvature radius Rd is 183.9 mm to 220.6 mm, the turbulent flow generation ridges 10 are 120, and the pitch angle θp is 3 degrees. When the curvature radius Rd is 220.7 mm to 229.8 mm, there are 125 turbulent flow generation ridges 10 and the pitch angle θp is 2.9 degrees. When the curvature radius Rd is 229.9 mm to 264.7 mm, 144 turbulent flow generation ridges 10 are provided, and the pitch angle θp is 2.5 degrees. When the curvature radius Rd is 264.8 mm to 275.7 mm, there are 150 turbulent flow generation ridges 10 and the pitch angle θp is 2.4 degrees. When the curvature radius Rd is 275.8 mm to 294.1 mm, there are 160 turbulent flow generation ridges 10 and the pitch angle θp is 2.3 degrees. When the curvature radius Rd is 294.2 mm to 330.9 mm, the number of turbulent flow generating ridges 10 is 180, and the pitch angle θp is 2 degrees. When the curvature radius Rd is 331.0 mm to 352.9 mm, the turbulent flow generating ridges 10 are 192, and the pitch angle θp is 1.9 degrees. When the curvature radius Rd is 353.0 mm to 367.6 mm, the turbulent flow generation ridges 10 are 200, and the pitch angle θp is 1.8 degrees.

  The pitch angle θp is defined by one turbulent flow generating ridge 10 and another turbulent flow generating ridge 10 adjacent to the one turbulent flow generating ridge 10 around the rotation axis of the tire. Is an angle. Specifically, the pitch angle θp is an angle formed by each intersection point of a point obtained by dividing the length 10L of each adjacent turbulent flow generation ridge 10 on the straight line m into two and the rotation axis of the tire.

  The angle θa between the straight line parallel to the tire radial direction trd and the straight line m is preferably in the range of 10 to 45 degrees. In the present embodiment, the angle θa between the straight line parallel to the tire radial direction trd and the straight line m is 27 degrees.

  As shown in FIG. 4B, the turbulent flow generating ridge 10 and the outer surface 3A of the tire side portion 3 are in an arc shape in a cross section orthogonal to the extending direction of the turbulent flow generating ridge 10. It is preferable to connect. In the present embodiment, the radius of curvature Re of the arc is 0.4 mm. In addition, the angle θb formed by the side surface of the turbulent flow generation projection 10 facing the tire circumferential direction tcd and a straight line parallel to the tire width direction twd is preferably in the range of 3 to 15 degrees. In the present embodiment, the angle θb is 10 degrees.

  As shown in FIG. 5B, the height 10H from the outer surface 3A of the tire side portion 3 is preferably in the range of 0.5 mm to 1.5 mm. When the height 10H is 0.5 mm or more, the cooling effect is enhanced. Since the height 10H is 1.5 mm or less, the depth to the bottom of the concave portion of the mold forming the turbulent flow generating ridge 10 does not increase, so the concave portion of the mold forming the turbulent flow generating ridge 10 It becomes easy to enter the rubber material to the bottom. For this reason, it can suppress that a bear generate | occur | produces on the protrusion 10 for turbulent flow generation. In the present embodiment, the height 10H is 0.7 mm and is constant.

  The height 15H from the outer surface 3A of the circumferential ridge 15 is preferably in the range of 0.5 mm to 1.5 mm. When the height 15H is 0.5 mm or more, the air accumulated in the concave portion of the mold that forms the circumferential ridge 15 becomes difficult to move to the concave portion of the mold that forms the ridge outer end portion 11. For this reason, generation | occurrence | production of the bear of the protrusion 10 for turbulent flow generation | occurrence | production can be suppressed. When the height 15H is 1.5 mm or less, the length to the bottom of the concave portion of the mold that forms the circumferential ridge 15 is shortened, so the bottom of the concave portion of the mold that forms the ridge outer end portion 11 is shortened. It becomes easy to enter the rubber material. For this reason, it can suppress that a bear generate | occur | produces in the circumferential direction protrusion 15. In the present embodiment, the height 15H is 0.9 mm. As described above, in the present embodiment, the height 15H is higher than the height 10H.

  In the present embodiment, the width of the circumferential ridge 15 in the tire radial direction trd varies depending on the tire width direction twd. Specifically, the width of the circumferential ridge 15 becomes narrower toward the outer side in the tire width direction twd. Therefore, the width 15La of the upper surface 15a (surface facing the tire radial direction trd) of the circumferential ridge 15 in the tire radial direction trd is a circumferential protrusion on the outer surface 3 of the tire side portion 3 in the tire radial direction trd. It becomes narrower than the width 15Lb of the strip 15. That is, in the cross section along the tire radial direction trd and the tire width direction twd, the shape of the circumferential ridge 15 is a trapezoid. The width 15La and the width 15Lb preferably satisfy 0.2 mm ≦ width 15La ≦ 3 mm and 1.5 mm ≦ width 15Lb ≦ 5.0 mm. Since the width 15La is 0.2 mm or more and the width 15Lb is 1.5 mm or more, the rubber material constituting the circumferential ridge 15 can easily enter the concave portion of the mold forming the circumferential ridge 15. Become. Thereby, it can suppress that a bear generate | occur | produces in the circumferential direction protrusion 15. When the width 15La is 3 mm or less and the width 15Lb is 5.0 mm or less, the amount of rubber material used can be reduced, and the weight of the tire side portion 3 can be further reduced.

  The width of the circumferential ridge 15 in the tire radial direction trd is narrower than the maximum width of the turbulent flow generating ridge 10 in the tire circumferential direction tcd. In the present embodiment, the maximum width of the turbulent flow generating ridge 10 in the tire circumferential direction tcd is the width of the ridge outer end portion 11 in the tire circumferential direction tcd. That is, it is the ridge width 11W of the ridge outer end portion 11 of the turbulent flow generation ridge 10. Specifically, the maximum width of the turbulent flow generation projection 10 in the tire circumferential direction tcd is the length in the tire circumferential direction tcd from one width end portion 11A to the other width end portion 11B. In the present embodiment, the width 15La of the circumferential ridge 15 is narrower than the width of the rim outer end portion 11 in the tire circumferential direction tcd. Specifically, the width of the ridge outer end portion 11 in the tire circumferential direction tcd is 5 mm. The width 15La of the circumferential ridge 15 is 3.0 mm. The width 15Lb of the circumferential ridge 15 is narrower than the width of the ridge outer end portion 11 in the tire circumferential direction tcd.

(3) Cooling mechanism of turbulent flow generating ridges Here, the mechanism of turbulent flow generation will be described with reference to FIG. FIG. 6 is a cross-sectional view of the turbulent flow generating ridge 10 along the tire width direction twd and the tire radial direction trd. With the rotation of the tire 1A, the air flow S1 that has been in contact with the outer surface 3A of the tire side portion 3 where the turbulent flow generating ridge 10 is not formed is separated from the outer surface 3A by the turbulent flow generating ridge 10. As a result, the turbulent flow generating ridge 10 is overcome. On the back side of the turbulent flow generation ridge 10, a portion (region) S2 in which the air flow stays is generated.

  Then, the air flow S <b> 1 reattaches to the outer surface 3 </ b> A between the next turbulent flow generating ridges 10 and is peeled again by the next turbulent flow generating ridges 10. At this time, a portion (region) S3 in which the air flow stays is generated between the air flow S1 and the next turbulent flow generation ridge 10 or the like. Here, it is considered that increasing the velocity gradient (velocity) on the region in contact with the turbulent flow S1 is advantageous for enhancing the cooling effect. That is, the turbulent flow generating ridge 10 is provided on the outer surface 3A of the tire side portion 3 to generate a high-speed air flow S1 and staying portions S2 and S3. By promoting the generation of turbulent flow, the cooling effect of the tire side portion 3 is enhanced.

(4) Action / Effect According to the tire 1 </ b> A according to the embodiment, the ridge outer end portion 11 continues to the circumferential ridge 15. That is, in the tire radial direction trd, the circumferential ridge 15 is located outside the ridge outer end portion 11. Further, in the portion where the ridge outer end portion 11 of the turbulent flow generating ridge 10 and the circumferential ridge 15 are continuous in the tire radial direction trd, the ridge outer end portion 11 of the tire side portion 3 with respect to the outer surface 3A of the tire side portion 3 is provided. The height 11H is lower than the height 15H of the circumferential protrusion 15 with respect to the outer surface 3A of the tire side portion 3.

  When the raw tire is vulcanized by the mold, the air that has been easily accumulated in the corners of the concave portion of the mold that forms the outer edge 11 of the ridge moves to the concave portion of the mold that forms the circumferential ridge 15. Accordingly, since the rubber material enters the bottom of the concave portion of the mold that forms the ridge outer end portion 11 of the turbulent flow generation ridge 10 without being obstructed by air, a bear is generated at the ridge outer end portion 11. This can be suppressed.

  In the portion where the ridge outer end 11 and the circumferential ridge 15 are continuous, the height 11H of the ridge outer end 11 with respect to the outer surface 3A of the tire side portion 3 is a circle with respect to the outer surface 3A of the tire side portion 3. Since it is lower than the height 15H of the circumferential ridge 15, it extends along the tire width direction twd between the bottom of the recess forming the circumferential ridge 15 and the bottom of the recess forming the ridge outer end 11. Steps with different heights are formed. Therefore, when the green tire is vulcanized with a mold, the air accumulated in the concave portion forming the circumferential ridge 15 must move beyond the step in order to move to the concave portion forming the ridge outer end portion 11. I must. The air accumulated in the recess forming the circumferential ridge 15 is pressed against the bottom of the recess by the rubber material entering the recess forming the circumferential ridge 15. For this reason, the air accumulated in the recesses forming the circumferential ridges 15 is unlikely to exceed the step and hardly moves to the recesses forming the turbulent flow generation ridges 10.

  Furthermore, since the height 11H of the protrusion outer end portion 11 is lower than the height 15H of the circumferential protrusion 15, the rubber material easily enters the bottom of the recess forming the protrusion outer end portion 11.

  As a result, air is less likely to accumulate at the corners of the recesses of the mold that form the protrusion outer end 11, and the rubber material can easily enter the movable portions of the recesses of the mold that form the protrusion outer end 11. For this reason, it can suppress that a bear generate | occur | produces in the protrusion outer side edge part 11. FIG.

  In order to reduce the weight of the tire and reduce the cost, in a thin gauge tire, the amount of the rubber material constituting the tire side portion 3 is reduced, so that the rubber material pressed against the mold is reduced. Even if the tire is thin gauge like the tire 1A according to the embodiment, the rubber material can be inserted into the bottom of the concave portion forming the ridge outer end portion 11, so the ridge outer end portion 11 can be prevented from generating a bear.

  Since the turbulent flow generating ridge 10 is provided on the tire side portion 3, the temperature of the tire side portion 3 can be reduced by the turbulent flow generating ridge 10. Further, circumferential ridges 15 are provided on the tire side portion 3. For this reason, air having a radial component toward the tire radial direction trd gets over the circumferential ridge 15. The overpassed air flows in a direction substantially perpendicular to the outer surface 3C on the back surface side of the circumferential ridge 15, and strikes the outer surface 3C located outside the tire radial direction trd of the circumferential ridge 15. Therefore, the air flow hitting the outer surface 3 </ b> C exchanges heat with the air flow retained on the outer surface 3 </ b> C located outside the tire radial direction trd of the circumferential ridge 15. As a result, the temperature rise of the outer surface 3 of the tire side portion 3 can be suppressed and the tire durability can be improved.

  Further, according to the tire 1A according to the embodiment, in the tire maximum width region TR, the protrusion outer end portion 11 continues to the circumferential protrusion 15, and the width of the circumferential protrusion 15 in the tire radial direction trd. Is narrower than the maximum width of the turbulent flow generating ridge 10 in the tire circumferential direction tcd.

  In the cross section along the tire radial direction trd and the tire width direction twd, the outer surface of the tire side portion 3 has a curved shape, so that the air flow having a radial component toward the outer side of the tire radial direction trd. Is easily separated from the outer surface of the tire 1A in the vicinity of the tire maximum width region TR. However, in the tire maximum width region TR, the ridge outer end portion 11 is continuous with the circumferential ridge 15, and therefore, when an air flow having a radial component gets over the circumferential ridge 15, the rim outer end 11 in the tire radial direction trd. On the outer side of the circumferential ridge 15, it flows in the vertical direction with respect to the outer surface 3C of the tire 1A (so-called downward flow). Thereby, it is suppressed that the air flow which has a radial direction component leaves | separates from the outer surface 3C of a tire, and the temperature rise of the outer surface 3C of the tire 1A is suppressed outside the circumferential ridge 15 in the tire radial direction trd. The tire durability can be improved.

  Furthermore, since the width of the circumferential ridge 15 in the tire radial direction trd is narrower than the maximum width of the turbulent flow generating ridge 10 in the tire circumferential direction tcd, the amount of rubber material constituting the tire side portion 3 is reduced. There is no significant increase. For this reason, it can suppress that a bear generate | occur | produces in the protrusion outer side edge part 11, aiming at thickness reduction of the tire side part 3. FIG.

  Moreover, according to the tire 1A according to the embodiment, the turbulent flow generation ridge 10 extends while being inclined with respect to the tire radial direction trd. Since the turbulent flow generating ridge 10 extends while being inclined with respect to the tire radial direction trd, as described in International Publication No. WO2009 / 016167, an air flow that flows outward due to centrifugal force, and The generation of turbulence is promoted in relation to the staying air, and the cooling effect is enhanced.

  Further, according to the tire 1A according to the embodiment, the ridge outer end portion 11 connected to the circumferential ridge 15 is located outside the folded end portion 7a in the tire width direction twd. Accordingly, the folded end portion 7a is located in the tire maximum width region TR. For this reason, riding comfort improves rather than winding up the folding | turning part 7A of the carcass layer 7 to the edge part vicinity of the belt 9 in the tire width direction twd.

  When the folded end portion 7a of the carcass layer 7 is inside the tire radial direction trd with respect to the tire maximum width region TR, it becomes difficult to fix the bead filler 6B inside the tire. If the bead filler 6B is small, the bead filler 6B can be fixed even if the folded end portion of the carcass layer 7 is inside the tire radial direction trd from the tire maximum width region TR, but the rigidity of the bead filler 6B is reduced, so the tire The side part 3 becomes easy to fall down. Furthermore, in the run flat tire with the crescent-shaped side wall reinforcing layer 8 as in the above-described embodiment, when the bead filler 6B is made small, the strength is discontinuous between the bead filler 6B and the side wall reinforcing layer 8. There is a portion, and there is a possibility that stress concentrates on a portion where the strength is discontinuous. Therefore, the durability of the bead portion 4 may be reduced.

  As described above, the ridge outer end portion 11 connected to the circumferential ridge 15 is located outside the folded end portion 7a of the carcass layer 7 in the tire width direction twd. Since the bead filler 6B can be sufficiently fixed as compared with the case where the folded end portion of the carcass layer 7 is inside the radial direction trd, it is possible to suppress the durability of the bead portion 4 from being lowered.

  When the raw tire is vulcanized, the length in the tire width direction twd from the carcass layer 7 to the bottom of the concave portion of the mold between the outer side in the tire radial direction trd and the inner side in the tire radial direction trd of the folded end portion 7a of the carcass layer 7 Is different. Specifically, the length in the tire width direction twd from the carcass layer 7 to the bottom of the concave portion of the mold is the tire from the carcass main body portion 7B to the bottom of the concave portion of the mold outside the turning end portion 7a in the tire radial direction trd. This is the length in the width direction twd, and is the length in the tire width direction twd from the turn-back portion 7A to the bottom of the recess of the mold inside the turn-back end portion 7a in the tire radial direction trd. Therefore, the rubber material is easily pressed against the mold by the thickness of the folded portion 7A inside the tire radial direction trd of the folded end portion 7a, and the rubber material is relatively relatively outside the tire radial direction trd of the folded end portion 7a. It is difficult to press against the mold. For this reason, it is difficult for the rubber material to enter the bottom of the concave portion of the mold in the portion on the outer side in the tire radial direction trd from the folded end portion 7a. Even in the tire having such a configuration, it is possible to allow the rubber material to enter the bottom of the concave portion of the mold that forms the outer end portion 11 of the ridge, thereby suppressing the occurrence of a bear at the outer end portion 11 of the ridge. it can. For this reason, it is possible to reduce manufacturing defects of the tire 1A in which the folded end portion of the carcass layer 7 is in the tire maximum width region TR.

  Further, in the cross section along the tire width direction twd and the tire radial direction trd, the tire 1A includes a side wall reinforcing layer 8 having a crescent shape on the tire side portion 3. Since the ridge outer end portion 11 of the turbulent flow generating ridge 10 is located in the tire maximum width region TR, turbulent flow is generated even if the tire side portion 3 is bent during puncturing (when the tire internal pressure is 0 kPa). It becomes difficult for the protrusion 10 to contact a road surface. Thereby, breakage such as chipping or baldness of the turbulent flow generating ridge 10 can be suppressed. In addition, the temperature of the tire side portion 3 does not increase due to the friction between the turbulent flow generating ridge 10 and the road surface. As a result, the cooling effect by the turbulent flow generating ridge 10 can be obtained even during puncturing.

(5) Other Embodiments Next, a tire according to Embodiment 2 will be described in detail based on FIG. 7 and FIG. 7 and 8 show the tire 1B (1) and the main part thereof according to the second embodiment. FIG. 7 is a side view of the tire 1B. FIG. 8 is a partially enlarged view of the turbulent flow generating ridge 10 shown in FIG. In the description of the second embodiment, the configuration different from that of the first embodiment will be mainly described, and the same reference numerals are used for the same configurations as those of the first embodiment, and the description thereof will be omitted.

  As shown in FIGS. 7 and 8, the tire 1 </ b> B according to the second embodiment has the vent spew 18 on the circumferential ridge 15. The vent spew 18 is located in the extending direction of the turbulent flow generating ridge 10. The vent spew 18 is formed by holes (so-called vent holes) provided in a mold used for vulcanization. When the raw tire is vulcanized, the hole is for exhausting air between the mold and the raw tire. The vent spew 18 is formed when a part of the rubber material constituting the green tire together with the air enters the hole. In the tire 1B according to the second embodiment, a plurality of vent spews 18 are formed. Specifically, ten pieces are formed at equal intervals along the tire circumferential direction tcd.

  The vent spew 18 is positioned in the extending direction of the turbulent flow generating ridge 10 to form the ridge outer end portion 11 of the turbulent flow generating ridge 10 when the raw tire is vulcanized with a mold. The air that has moved from the recess to the recess of the circumferential ridge 15 is exhausted from a hole provided in the recess of the circumferential ridge 15. Thereby, it can suppress more that a bear generate | occur | produces in the protrusion outer side edge part 11 of the protrusion 10 for turbulent flow generation | occurrence | production.

  Since the circumferential ridge 15 is annular, the concave portion of the mold that forms the circumferential ridge 15 does not have a corner in the tire circumferential direction tcd. For this reason, the air that has moved to the concave portion of the mold of the circumferential ridge 15 is easily exhausted from the hole provided in the concave portion of the circumferential ridge 15.

  The tire 1 </ b> B can suppress a change in the shape of the turbulent flow generation ridge 10 by having the vent spew 18 on the circumferential ridge 15. Thereby, even if it has the vent spew 18, the fall of the cooling effect of the protrusion 10 for turbulent flow generation can be suppressed.

  In the present embodiment, the object is to evacuate air through the hole. Therefore, the vent spew 18 is generally a rubber-like one extending in the tire width direction twd. However, the vent spew 18 is often processed before the manufactured tire is shipped as a product. It suffices as long as there is a mark that has been formed. In other words, in the present invention, a bent spew cut trace, which is a trace of the bent spew cut, is also regarded as the vent spew 18.

  As shown in FIG. 8, when the width of the circumferential ridge 15 in the tire radial direction is narrower than the vent spew 18, the vent spew 18 straddles the ridge outer end portion 11 and the outer surface 3 </ b> C of the tire side portion 3. May be formed.

  In the present embodiment, the width 15La is 1.0 mm and the width 15Lb is 2.6 mm. The width of the circumferential ridge 15 in the tire radial direction trd is narrower than the minimum width of the turbulent flow generating ridge 10 in the tire circumferential direction tcd. That is, the width 15La of the circumferential ridge 15 is narrower than the ridge width 12W of the ridge inner end portion 12 of the turbulent flow generation ridge 10. Therefore, since the width of the circumferential ridge 15 in the tire radial direction trd is narrower than that in the above-described embodiment, it is possible to achieve a thinner gauge and a lighter weight.

  The vent spew 18 is not necessarily provided on the circumferential ridge 15, and for example, the vent spew 18 may be provided on the steeply inclined portion 14 in the vicinity of the ridge outer end portion 11.

  Next, the tire according to Embodiment 3 will be described in detail based on FIG. FIG. 9A is a partial cross-sectional view of the tire 1C along the tire width direction twd and the tire radial direction trd. FIG. 9B is a partial cross-sectional view of the tire 1C along the tire width direction twd and the tire radial direction trd. The description will focus on the configuration different from the above-described embodiment, and the description of the same configuration as the above-described embodiment will be omitted by using the same reference numerals.

  As shown in FIG. 9B, the height 10H of the turbulent flow generation ridge 10 with respect to the outer surface 3A of the tire side portion 3 changes in the tire radial direction trd and gradually toward the ridge outer end portion 11. It is formed to decrease. That is, the protrusion outer end portion 11 is formed to be inclined so that the height 10H gradually decreases toward the end edge. Therefore, the height 11H of the ridge outer end portion 11 with respect to the outer surface 3A of the tire side portion 3 is lower than the height 10H of the turbulent flow generation ridge 10. Accordingly, the bottom of the recess forming the circumferential ridge 15 and the bottom of the recess forming the ridge outer end 11 can be obtained without increasing the depth of the bottom of the recess forming the circumferential ridge 15. It is easy to form a step having a different height along the tire radial direction trd. If the depth of the bottom of the recess forming the circumferential ridge 15 is shallow, the rubber material can easily enter the bottom of the recess of the mold forming the circumferential ridge 15. In addition, since the height 10H of the turbulent flow generation ridge 10 decreases toward the ridge outer end portion 11 in the tire radial direction trd, the bottom of the concave portion forming the ridge outer end portion 11 is also formed. , Rubber material is easy to enter. As a result, it is possible to suppress the occurrence of bears at the ridge outer end portion 11.

  It should not be understood that the description and the drawings, which form part of the disclosure of the above-described embodiments, limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

  For example, in the above-described embodiment, the circumferential ridge 15 extends along the tire circumferential direction tcd, but is not limited thereto. The circumferential ridge 15 may extend in the tire circumferential direction tcd while meandering. Further, the circumferential ridge 15 is annular when viewed from the tire radial direction trd, but may be partially interrupted and extend along the tire circumferential direction tcd. That is, the circumferential ridge 15 may have an arc shape. It is preferable to provide a vent spew 18 on each of the intermittent circumferential ridges 15.

  Further, in the above-described embodiment, only the ridge outer end portion 11 is connected to the circumferential ridge 15, but this is not limitative. Only the ridge inner end portion 12 may be continuous with the circumferential ridge 15. In this case, in the portion where the ridge inner end portion 12 of the turbulent flow generation ridge 10 and the circumferential ridge 15 in the tire radial direction trd are continuous, the ridge inner end portion 12 with respect to the outer surface 3A of the tire side portion 3. Is lower than the height 15H of the circumferential ridge 15 with respect to the outer surface 3A of the tire side portion 3. Further, each of the protrusion outer end portion 11 and the protrusion inner end portion 12 may be continuous with the circumferential protrusion 15. In addition, in the cross section along the tire width direction twd and the tire radial direction trd, the upper surface of the ridge outer end portion 11 facing the tire width direction twd and the side surface of the circumferential ridge 15 in the tire radial direction trd are smooth. You may be connected. Specifically, the upper surface of the ridge outer end portion 11 facing the tire width direction twd and the side surface of the circumferential ridge 15 in the tire radial direction trd may be connected in an arc shape.

  The turbulent flow generation ridge 10 can be applied not only to run-flat tires but also to various tires. For example, it can be applied to other types of tires such as off-the-road radial (ORR) tires, truck bus radial tires (TBR), and the like. Moreover, when manufacturing a thin gauge tire, by applying the present invention, it is possible to reduce manufacturing defects due to generation of bears. In particular, the present invention can be suitably applied when manufacturing a tire having a tire side portion with a gauge thickness of 2 to 4 mm.

  The tire 1 may be a pneumatic tire or a tire filled with rubber. Moreover, a gas-filled tire other than air containing a rare gas such as argon may be used.

  In addition, the above-described embodiments can be appropriately combined within a range that does not impair the characteristics of the present invention.

  As described above, the present invention naturally includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is determined only by the invention specifying matters according to the scope of claims reasonable from the above description.

(6) Comparative Evaluation Next, in order to further clarify the effect of the present invention, comparative evaluation performed using tires according to the following comparative examples and examples will be described. In addition, this invention is not limited at all by these examples.

  Using the tires according to the comparative example and the example, the occurrence rate of the bear in the tire side portion was evaluated. The tire size was 155 / 65RF14 RR02BZ. In the examples, tires having the same shape as in FIG. 7 were used. That is, the tire according to the example includes a turbulent flow generation ridge and a circumferential ridge. The ridge outer end of the turbulent flow generation ridge in the tire radial direction is continuous with the circumferential ridge. In the portion where the protruding outer end portion and the circumferential protrusion are continuous, the height of the protruding outer end portion with respect to the outer surface of the tire side portion is higher than the height of the circumferential protrusion with respect to the outer surface of the tire side portion. Low. On the other hand, the tire according to the comparative example includes a turbulent flow generation ridge, and does not include a circumferential ridge. Therefore, the configuration other than the presence or absence of the circumferential ridge is the same configuration. In the tire according to the example and the comparative example, the outer end of the ridge that is continuous with the circumferential ridge is located on the outer side of the folded end of the carcass layer in the tire width direction.

  A plurality of tires according to Examples and Comparative Examples were prepared. In the created tire, measure the number of turbulent flow generating ridges where bears occurred and the total number of turbulent flow generating ridges, and the rate of occurrence of bears (abbreviated as side bears) generated on the tire side. The number of turbulent flow generating ridges / the total number of turbulent flow generating ridges) was determined.

  In the tire according to the example, the incidence rate of the side bear was 0%, whereas in the tire according to the comparative example, it was 32%. This is because the tire according to the example was provided with a circumferential ridge continuous with the ridge outer end of the turbulent flow generation ridge, and the height of the protruding outer end was in the circumferential direction. Since it is lower than the height of the ridge, it is considered that air did not collect at the outer end of the ridge and no bear was generated. On the other hand, in the tire according to the comparative example, the air accumulated at the outer end of the ridge of the turbulent flow generation ridge cannot move, and the vulcanization has progressed while the air remains, and bear has occurred. Conceivable. From the above, according to the present invention, it was confirmed that in the tire provided with a plurality of turbulent flow generating ridges, it is possible to suppress the generation of bears during production.

  DESCRIPTION OF SYMBOLS 1 (1A, 1B, 1C) ... Tire, 2 ... Tread part, 3 ... Tire side part, 3A, 3B, 3C ... Outer surface of tire side part, 4 ... Bead part, 6A ... Bead core, 6B ... Bead filler, 7 DESCRIPTION OF SYMBOLS Carcass layer, 7A ... Folding part, 7B ... Carcass main body part, 7a ... Folding end part, 8 ... Side wall reinforcement layer, 9 ... Belt layer, 10 ... Projection for generating turbulent flow, 10H ... Projection for generating turbulent flow 10L: radial length of the turbulent flow generating ridge, 11: ridge outer end, 11A, 11B: width end of ridge outer end, 11W: ridge outer end 12 ... Projection inner end, 12W ... Projection inner end, 13 ... Slightly inclined part, 14 ... Steeply inclined part, 15 ... Circumferential ridge, 18 ... Vent spew CL ... Tire equator line, tcd ... tire circumferential direction, trd ... tire radial direction, twd ... tire width direction

Claims (7)

A tire provided with a plurality of ridges for generating turbulent flow protruding from the outer surface of the tire side portion, extending in the tire radial direction, and arranged at intervals in the tire circumferential direction,
A circumferential ridge projecting from the outer surface of the tire side portion and extending in the tire circumferential direction, a pair of bead cores, and a carcass layer having a toroidal shape straddling between the pair of bead cores Prepared,
An end portion of the turbulent flow generating ridge in the tire radial direction is connected to the circumferential ridge,
In the portion where the end of the turbulent flow generating ridge in the tire radial direction and the circumferential ridge are continuous, the height of the end of the turbulent flow generating ridge with respect to the outer surface of the tire side portion is , Lower than the height of the circumferential ridge with respect to the outer surface of the tire side portion,
The ridge width which is the width in the tire circumferential direction of the turbulent flow generation ridge changes so as to spread toward the outer side in the tire radial direction ,
The carcass layer has a folded portion that is folded outward in the tire width direction by the pair of bead cores,
The circumferential ridge is located on the outer side in the tire radial direction of the end portion of the folded portion of the carcass layer,
An end portion of the turbulent flow generation ridge that is continuous with the circumferential ridge is located on an outer side in the tire width direction of an end portion in the tire radial direction of a folded portion of the carcass layer , tire. In the tire side portion, having a tire maximum width region including a position where the length of the tire in the tire width direction is maximum,
The end of the turbulent flow generating ridge in the tire radial direction includes a ridge outer end located outside the turbulent flow generating ridge in the tire radial direction,
In the tire maximum width region, the ridge outer end is connected to the circumferential ridge,
2. The tire according to claim 1, wherein a width of the circumferential ridge in the tire radial direction is narrower than a maximum width of the turbulent flow generation ridge in the tire circumferential direction. The turbulence generation ridges is characterized by extending inclined with respect to the tire radial direction, tire according to claim 1 or claim 2. The height of the turbulent flow generation ridge with respect to the outer surface of the tire side portion changes in the tire radial direction and gradually toward the end of the turbulent flow generation ridge that is continuous with the circumferential ridge. The tire according to any one of claims 1 to 3 , wherein the tire is formed to decrease. 5. The vent spew formed by a hole provided in a mold used when manufacturing the tire is provided in the circumferential ridge. 5 . The tire according to any one of claims. The tire according to any one of claims 1 to 5 , wherein a crescent-shaped reinforcing rubber layer is provided in the tire side portion in a cross section along the tire width direction and the tire radial direction.   The tire according to claim 1, wherein the circumferential ridge is positioned outside the turbulent flow generation ridge in the tire radial direction.

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