JP7315839B2 - pneumatic tire - Google Patents

Description

The present invention relates to pneumatic tires.

In recent years, for the purpose of improving fuel efficiency through heat radiation and aerodynamic effects, a technology has been proposed in which convex fins are provided on the tire side portion. For example, Patent Documents 1 to 5 disclose a temperature reduction effect (Patent Document 1) and an improvement in fuel efficiency (Patent Document 2) by providing convex fins on the tire side portion and devising the position and shape of the fins. , improvement of aerodynamics performance (Patent Document 3), improvement of vehicle running performance (Patent Document 4), and reduction of air resistance (Patent Document 5).

Japanese Patent No. 5147324 Japanese Patent No. 5849572 JP 2013-18474 A JP 2015-212117 A WO2016/181940

One of the effects of providing fins on the tire side portion is an improvement in fuel consumption performance as described in Patent Document 2. That is, by providing the fins on the tire side portion, turbulence is generated when the tire rotates, an increase in air resistance is suppressed, and rolling resistance is reduced, thereby improving fuel efficiency. However, if the size of the fins is increased in order to more effectively obtain the effect of improving fuel efficiency by providing the fins, the mass of the fins increases, which tends to increase the mass of the tire as a whole. In this case, even if the fins are provided, it may be difficult to obtain the effect of improving the fuel efficiency.

Conversely, if the size of the fins is reduced in order to suppress the increase in mass, it becomes difficult to obtain a sufficient aerodynamic effect, making it difficult to generate turbulence. becomes difficult to obtain. In addition, if large fins are provided for the purpose of improving fuel efficiency and the thickness of the tire side portion is reduced to suppress an increase in mass, the resistance to trauma tends to deteriorate. As described above, it has been very difficult to effectively improve the fuel efficiency without deteriorating the resistance to trauma.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire that achieves both trauma resistance and fuel efficiency.

In order to solve the above-described problems and achieve the object, a pneumatic tire according to the present invention is formed in at least one tire side portion among tire side portions located on both sides in the tire width direction, and the tire side a plurality of protrusions projecting from the tire side surface, which is the surface of the tire side surface, and extending along the tire side surface; A first extension portion having at least one location and having a plurality of extension portions partitioned by the bent portions, and being the extension portion having the longest length among the plurality of extension portions, has a length of , within the range of 5 times or more and 100 times or less in length of the second extension portion, which is the extension portion continuous from the first extension portion via the bent portion, and the tire side portion is a tire The thickness at the maximum width position is in the range of 2 mm or more and 9 mm or less.

Further, in the above pneumatic tire, it is preferable that the length of the first extension portion is within a range of 1.0 to 6.0 times 70% of the tire cross-sectional height.

Further, in the above pneumatic tire, it is preferable that the length of the protrusion is in the range of 1.5 to 7.0 times 70% of the tire cross-sectional height.

Further, in the above pneumatic tire, the maximum height of the first extension portion is preferably in the range of 1.1 times or more and 5.0 times or less of the maximum width of the first extension portion.

Moreover, in the pneumatic tire described above, it is preferable that the maximum width of the first extension portion is within a range of 1.0 mm or more and 3.0 mm or less.

Moreover, in the pneumatic tire described above, it is preferable that the height of the first extension portion from the tire side surface decreases toward the tire radial direction outer side.

Further, in the pneumatic tire described above, it is preferable that the plurality of extension portions have widths that change at positions straddling the bent portion.

Further, in the pneumatic tire described above, the pneumatic tire is mounted on the vehicle so as to rotate in a specified rotation direction about a rotation axis when the vehicle moves forward, and the first extension portion is configured to rotate in the rotation direction. It is preferable to incline with respect to the tire circumferential direction from the inner side to the outer side in the tire radial direction from the first arrival side to the last arrival side in the direction.

Further, in the above pneumatic tire, the angle θ1 between the center line of the first extension portion in the width direction and the center line of the second extension portion in the width direction is 90°≦θ1. It is preferably in the range ≦170°.

Moreover, in the pneumatic tire described above, it is preferable that the convex portion has a plurality of the bent portions.

Further, in the above pneumatic tire, the convex portion may have a length of the first extension portion equal to the length of the extension portion other than the second extension portion and the first extension portion among the plurality of extension portions. It is preferably in the range of 3 to 100 times the length of the portion.

Further, in the above pneumatic tire, the angle θn formed between the center lines of the two extending portions continuous through the bent portion in the width direction is 90°≦θn≦170°. is preferably within the range of

Further, in the above pneumatic tire, the position in the tire radial direction of the portion where the height from the tire side surface is the highest is 0.40 times or more and 0.60 times or less than the tire cross-sectional height. preferably included in the range.

Further, in the above pneumatic tire, it is preferable that the position of the maximum width portion of the convex portion in the tire radial direction is within the range of 0.40 times or more and 0.60 times or less of the tire cross-sectional height. .

Further, in the pneumatic tire described above, it is preferable that the first extension portion is arranged on the outermost side in the tire radial direction among the plurality of extension portions.

Further, in the pneumatic tire described above, the convex portion has a distance Dmax in the tire radial direction between a portion of the convex portion positioned innermost in the tire radial direction and the tire outer diameter portion, and a tire diameter of the convex portion. It is preferable that the relationship between the outermost portion in the direction and the distance Dmin in the tire radial direction between the tire outer diameter portion and the tire outer diameter portion is within the range of 1.2≦(Dmax/Dmin)≦3.5.

Moreover, in the pneumatic tire described above, it is preferable that the convex portions are formed in a range of 2 or more and 16 or less on one tire side portion.

ADVANTAGE OF THE INVENTION The pneumatic tire which concerns on this invention is effective in the ability to be compatible with trauma resistance and fuel consumption performance.

FIG. 1 is a tire meridional cross-sectional view showing a main part of a pneumatic tire according to an embodiment. FIG. 2 is a detailed view of the tire side portion of the pneumatic tire shown in FIG. 1 on the outside in the vehicle mounting direction. 3 is a view taken along line AA of FIG. 2. FIG. FIG. 4 is a detailed view of the B portion in FIG. FIG. 5 is a detailed view of the B portion in FIG. 3, and is an explanatory view of the positions where the convex portions are arranged. FIG. 6 is a detailed view of the B portion in FIG. 3, and is an explanatory view of the arrangement position of the convex portion with respect to the arrangement possible area. 7 is a detailed view of the projection shown in FIG. 5. FIG. FIG. 8 is an explanatory diagram of an angle θ1 between the center line of the first extension portion and the center line of the second extension portion shown in FIG. 7 . 9A and 9B are explanatory diagrams for comparison of inclinations of the extension portions shown in FIG. 7. FIG. 10A is a cross-sectional view taken along line D1-D1 in FIG. 7. FIG. 10B is a cross-sectional view taken along line D2-D2 in FIG. 7. FIG. FIG. 10C is a cross-sectional view along D3-D3 in FIG. FIG. 11 is an explanatory diagram of the position of the maximum width portion Wm of the convex portion. FIG. 12 is a schematic diagram of the convex portion shown in FIG. 7 as viewed in the EE direction. FIG. 13 is an explanatory diagram of approximately parallelism between the first extension portion and the third extension portion. FIG. 14 is an explanatory diagram of overlapping portions between adjacent convex portions. 15 is a detailed view of the overlapping portion shown in FIG. 14. FIG. FIG. 16 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the convex portion has one bent portion. FIG. 17 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the convex portion has three bent portions. FIG. 18 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the first extension portion is located inside the second extension portion in the tire radial direction. FIG. 19 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a convex portion in which the extending portion is bifurcated from the bent portion. FIG. 20 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of an average height of extension portions of a plurality of extension portions of a convex portion having four bent portions. FIG. 21 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the cross-sectional shape of the convex portion is formed in a laterally long rectangular shape. FIG. 22 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the cross-sectional shape of the convex portion is trapezoidal. FIG. 23 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where the cross-sectional shape of the convex portion is triangular. FIG. 24 is a modified example of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case where an arc portion is formed at the base of the convex portion. FIG. 25A is a chart showing the results of a performance evaluation test of pneumatic tires. FIG. 25B is a chart showing the results of a performance evaluation test of pneumatic tires. FIG. 25C is a chart showing the results of a performance evaluation test of pneumatic tires. FIG. 25D is a chart showing the results of a performance evaluation test of pneumatic tires.

EMBODIMENT OF THE INVENTION Below, embodiment of the pneumatic tire which concerns on this invention is described in detail based on drawing. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be replaced and easily conceived by those skilled in the art, or those that are substantially the same.

[Embodiment]
In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, the tire radial direction inner side refers to the side facing the rotation axis in the tire radial direction, and the tire radial direction outer side. means the side away from the rotation axis in the tire radial direction. Moreover, the tire circumferential direction refers to the circumferential direction with the rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the rotation axis, the tire width direction inner side refers to the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the tire width direction outer side refers to the direction in the tire width direction. The side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane orthogonal to the rotation axis of the pneumatic tire 1 and passing through the center of the tire width of the pneumatic tire 1. The tire equatorial plane CL is the center of the pneumatic tire 1 in the tire width direction. The tire width direction centerline, which is the position, coincides with the position in the tire width direction. The tire width is the width in the tire width direction between the outermost portions in the tire width direction, excluding the protrusions 30 (see FIG. 1) described later, that is, the tire equatorial plane excluding the protrusions 30 in the tire width direction. It is the distance between the parts furthest from CL. A tire equator line is a line that is on the tire equatorial plane CL and extends along the tire circumferential direction of the pneumatic tire 1 . Further, in the following description, a meridional cross section of the tire means a cross section of the tire cut along a plane including the tire rotation axis.

FIG. 1 is a tire meridional cross-sectional view showing the essential parts of a pneumatic tire 1 according to the embodiment. For the pneumatic tire 1 shown in FIG. 1, the mounting direction with respect to the vehicle, that is, the direction at the time of mounting on the vehicle, is specified. That is, when the pneumatic tire 1 shown in FIG. 1 is mounted on a vehicle, the side facing the inside of the vehicle is the inside in the vehicle mounting direction, and the side facing the outside of the vehicle is the outside in the vehicle mounting direction. The specification of the vehicle mounting direction inner side and the vehicle mounting direction outer side is not limited to the case of mounting to the vehicle. For example, when assembled on the rim, the orientation of the rim with respect to the inner side and the outer side of the vehicle in the tire width direction is determined. The orientation for the outside of the mounting direction is specified. In addition, the pneumatic tire 1 has a mounting direction indicator (not shown) that indicates the mounting direction with respect to the vehicle. The mounting direction display portion is configured by, for example, a mark or unevenness provided on the sidewall portion 4 of the tire. For example, ECER30 (Economic Commission Regulations for Europe, Article 30) obliges the mounting direction indicator to be provided on the sidewall portion 4, which is located on the outside in the vehicle mounting direction when the tire is mounted on the vehicle. Moreover, the pneumatic tire 1 according to the present embodiment is a pneumatic tire 1 mainly used for passenger cars.

Further, the pneumatic tire 1 according to the present embodiment is a pneumatic tire 1 with a designated rotation direction when mounted on a vehicle, that is, a rotation direction designated around the rotation axis when the vehicle moves forward. The pneumatic tire 1 is mounted on a vehicle so as to rotate freely. In addition, the pneumatic tire 1 has a rotation direction indicator (not shown) that indicates the rotation direction. The rotation direction display portion is configured by, for example, a mark or unevenness provided on the sidewall portion 4 of the tire. In the following description, the first arrival side in the tire rotation direction is the rotation direction side when the pneumatic tire 1 is rotated in the specified direction, and the pneumatic tire 1 is mounted on the vehicle and rotated in the specified direction. It is the side that touches the road surface first or leaves the road surface first. Further, the later arrival side in the tire rotation direction is the side opposite to the rotation direction when the pneumatic tire 1 is rotated in the designated direction, and the pneumatic tire 1 is mounted on the vehicle and rotated in the designated direction to run. It is the side that touches the road surface after the portion positioned on the first-arrival side and leaves the road surface after the portion positioned on the first-arrival side.

A pneumatic tire 1 according to this embodiment has a tread portion 2 , shoulder portions 3 on both sides of the tread portion, and sidewall portions 4 and bead portions 5 that are successively continuous from each shoulder portion 3 . The pneumatic tire 1 also includes a carcass layer 6 , a belt layer 7 , a belt reinforcing layer 8 and an inner liner 9 .

The tread portion 2 is formed in an annular shape extending in the tire circumferential direction at the outermost portion in the tire radial direction when viewed in the tire meridional cross section, and is the outermost portion of the pneumatic tire 1 in the tire radial direction. , and its outer peripheral surface forms the contour of the pneumatic tire 1 . The outer peripheral surface of the tread portion 2 is formed as a ground-contacting surface 10, which is a surface that can come into contact with the road surface mainly during running. A plurality of grooves such as grooves (not shown) are formed. The tread portion 2 also has a tread rubber 18 that is a rubber composition. The tread rubber 18 may be formed by laminating a plurality of rubber compositions having different physical properties in the tire radial direction.

The shoulder portions 3 are portions on both outer sides of the tread portion 2 in the tire width direction. Moreover, the sidewall portions 4 are positioned inside the shoulder portion 3 in the tire radial direction, and a pair of sidewall portions 4 are arranged on both sides in the tire width direction. That is, the pair of sidewall portions 4 are arranged on both sides of the tread portion 2 in the tire width direction. ing. The sidewall portion 4 formed in this manner is curved in a direction convex outward in the tire width direction when viewed in a tire meridional cross section, and is exposed at the outermost portion of the pneumatic tire 1 in the tire width direction. It's part.

In addition, the bead portions 5 are arranged inside each of the pair of sidewall portions 4 in the tire radial direction. It is Each bead portion 5 also has a bead core 11 and a bead filler 12 . The bead core 11 is formed by winding a bead wire, which is a steel wire, into a ring shape. The bead filler 12 is a rubber material arranged in a space formed by folding back the end of the carcass layer 6 in the tire width direction at the position of the bead core 11 .

The sidewall portion 4 and the bead portion 5 are included in tire side portions 20 located on both sides in the tire width direction. In the present embodiment, the tire side portion 20 refers to a region between the radially inner position of the tread rubber 18 and the bead heel 14, which is the outer end portion of the inner peripheral surface of the bead portion 5 in the tire width direction. .

The carcass layer 6 is folded back from the tire width direction inner side to the tire width direction outer side by a pair of bead cores 11 at each end in the tire width direction, and is wound around in a toroidal shape in the tire circumferential direction to form a tire skeleton. It is. The carcass layer 6 is formed by coating a plurality of carcass cords (not shown) arranged side by side with a certain angle in the tire circumferential direction along the tire meridian direction with respect to the tire circumferential direction. Carcass cords are made of, for example, organic fibers such as polyester, rayon, and nylon. At least one carcass layer 6 is provided.

The belt layer 7 has a multi-layered structure in which at least two layers of belts 7a and 7b are laminated, is arranged outside in the tire radial direction which is the outer circumference of the carcass layer 6 in the tread portion 2, and covers the carcass layer 6 in the tire circumferential direction. is. The belts 7a and 7b are formed by coating a plurality of cords (not shown) arranged side by side at a predetermined angle (for example, 20° to 30°) with respect to the tire circumferential direction with a coating rubber. The cord is made of, for example, steel or an organic fiber such as polyester, rayon, or nylon. The overlapping belts 7a and 7b are arranged so that their cords intersect each other.

The belt reinforcing layer 8 is arranged outside in the tire radial direction, which is the outer circumference of the belt layer 7, and covers the belt layer 7 in the tire circumferential direction. The belt reinforcing layer 8 is formed by coating a plurality of cords (not shown) arranged side by side in the tire width direction substantially parallel to the tire circumferential direction with a coat rubber. The cord is made of, for example, steel or organic fibers such as polyester, rayon, or nylon, and the angle of the cord is within a range of ±5° with respect to the tire circumferential direction. In this embodiment, the belt reinforcing layer 8 includes a belt cover 8a disposed so as to cover the entirety of the belt layer 7 in the tire width direction, and an end of the belt layer 7 in the tire width direction outside the belt cover 8a in the tire radial direction. Two layers are laminated with the edge cover 8b arranged only in the vicinity of the part. The belt reinforcing layer 8 may have other configurations, such as a belt cover 8a that covers the entire belt layer 7, or an edge cover that covers the end of the belt layer 7 in the width direction of the tire. 8b only. The belt reinforcing layer 8 may be arranged so as to overlap at least the end portion in the tire width direction of the belt layer 7 . The belt reinforcing layer 8 configured as described above is provided by winding a belt-shaped strip material having a width of about 10 mm, for example, in the tire circumferential direction.

The inner liner 9 is arranged along the carcass layer 6 on the inner side of the carcass layer 6 or on the inner side of the carcass layer 6 in the pneumatic tire 1 .

FIG. 2 is a detailed view of the tire side portion 20 on the vehicle mounting direction outer side of the pneumatic tire 1 shown in FIG. In the pneumatic tire 1 according to this embodiment, a plurality of protrusions 30 are formed on the tire side surface 21 that is the surface of the tire side portion 20 . The plurality of protrusions 30 are formed so as to protrude from the tire side surface 21 and extend along the tire side surface 21 . The convex portion 30 is formed on the tire side portion 20 on the outer side in the vehicle mounting direction among the tire side portions 20 positioned on both sides in the tire width direction. The convex portion 30 is a convex portion that protrudes from the reference plane of the tire side surface 21 excluding patterns, characters, unevenness, and the like.

Each of the plurality of protrusions 30 is positioned from 15% to 85% of the tire section height SH outward in the tire radial direction from the rim diameter reference position BL, which is the reference position of the tire section height SH on the inner side in the tire radial direction. is placed in the placeable area PA, which is an area up to The tire cross-sectional height SH referred to here is the distance in the tire radial direction between the portion of the tread portion 2 that is positioned most outward in the tire radial direction and the rim diameter reference position BL. The rim diameter reference position BL is a tire axial line passing through the rim diameter defined by the JATMA standard. That is, the tire cross-sectional height SH is the tire outer diameter and the rim when the pneumatic tire 1 is mounted on a regular rim, filled with regular internal pressure, and in a no-load state in which no load is applied to the pneumatic tire 1. 1/2 of the difference from the diameter.

The regular rim referred to here is a "standard rim" defined by JATMA, a "design rim" defined by TRA, or a "measuring rim" defined by ETRTO. The regular internal pressure is the maximum air pressure specified by JATMA, the maximum value specified by TRA "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", or the "INFLATION PRESSURES" specified by ETRTO.

Moreover, the plurality of protrusions 30 are formed straddling the tire maximum width position W on the tire side surface 21 in the tire radial direction. The maximum tire width position W protrudes from the tire side surface 21 when the pneumatic tire 1 is mounted on a regular rim, filled with regular internal pressure, and in a no-load state in which no load is applied to the pneumatic tire 1. This is the position in the tire radial direction at which the size in the tire width direction is maximum, excluding structures such as patterns and characters. In the case of a tire equipped with a rim protect bar (which is provided along the tire circumferential direction and protrudes outward in the tire width direction) to protect the rim, the position of the rim protect bar is determined by the dimension in the tire width direction. Although it is the maximum position, the maximum tire width position W defined in this embodiment excludes the rim protect bar.

Further, the tire side portions 20 arranged on both sides in the tire width direction have a thickness Ga at the tire maximum width position W within a range of 2 mm or more and 9 mm or less. The thickness Ga of the tire side portion 20 in this case is a thickness that does not include the height of the convex portion 30 . That is, the tire side portion 20 has a distance from the tire side surface 21 at the tire maximum width position W to the tire inner surface within a range of 2 mm or more and 9 mm or less. The thickness Ga of the tire side portion 20 at the tire maximum width position W is preferably in the range of 2 mm or more and 6 mm or less, and more preferably in the range of 2.5 mm or more and 5 mm or less.

3 is a view taken along line AA of FIG. 2. FIG. The protrusions 30 are formed at two or more and 16 or less locations on one tire side portion 20. In the present embodiment, the protrusions 30 are formed at eight locations on one tire side portion 20. there is The eight protrusions 30 are arranged discontinuously at equal intervals in the tire circumferential direction. The eight protrusions 30 are formed in substantially the same shape, and extend in the tire circumferential direction along the tire side surface 21 while being inclined in the tire radial direction with respect to the tire circumferential direction. In addition, it is preferable that the number of convex portions 30 formed on one tire side portion 20 is within a range of 4 or more and 12 or less.

FIG. 4 is a detailed view of the B portion in FIG. The convex portion 30 extending in the tire circumferential direction is defined by two convex portion end position lines Lc extending in the tire radial direction passing through different end portions 31 of both end portions 31 in the extending direction of the convex portion 30. The relative angle α in the circumferential direction, that is, the angle α formed by the two projection end position lines Lc is within the range of 6% or more and 50% or less of the angle 2π of one circumference in the tire circumferential direction. That is, each of the plurality of protrusions 30 arranged on one tire side portion 20 extends in the tire circumferential direction with an angle α of 6% or more and 50% or less of the angle 2π of one circumference in the tire circumferential direction. ing. The angle α defined in this manner is the angle in the tire circumferential direction within the range in which one projection 30 is arranged, that is, the extension angle of the projection 30 in the tire circumferential direction.

The convex portion 30 preferably has an angle α with respect to the angle 2π of one round in the tire circumferential direction in the range of 8% or more and 40% or less, and more preferably in the range of 10% or more and 30% or less. It is good to be

Further, each convex portion 30 has at least one bent portion 40 at a position where the extending direction of the convex portion 30 changes, and each convex portion 30 has a plurality of bent portions 40 . The number of bent portions 40 included in one convex portion 30 is preferably in the range of 2 or more and 4 or less. Moreover, each convex portion 30 has a plurality of extension portions 50 partitioned by the bent portions 40 . The extending portion 50 in this case is formed to extend along the tire side surface 21 in a single arc shape or a single linear shape. In addition, the single arc shape referred to here means the difference in the relative ratio of the curvature radii between the positions where the curvature radii are the largest and the smallest when the extending portion 50 is formed in a curved shape. is 10% or less. Further, the single linear shape refers to a shape in which the change in the extending direction of the extending portion 50 is 5° or less. Further, when the two extending portions 50 partitioned by the bending portion 40 are both in the shape of a single arc, the position of the inflection point is the bending portion 40, and the extending portions 50 have a very small radius of curvature. In the case of connecting by an arc, the bent portion 40 is the range where the arc with the smallest radius of curvature is formed.

In this embodiment, each convex portion 30 has two bent portions 40 , and has three extension portions 50 due to the two bent portions 40 . That is, the convex portion 30 has three extension portions 50 , a first extension portion 51 , a second extension portion 52 and a third extension portion 53 . Among these, the first extension portion 51 is the extension portion 50 having the longest length among the plurality of extension portions 50 included in one convex portion 30 . Also, the second extension portion 52 is the extension portion 50 that is continuous from the first extension portion 51 via the bent portion 40 . In addition, the third extension portion 53 is located on the side opposite to the side where the first extension portion 51 is located in the extension direction of the second extension portion 52. The extending portion 50 continues from the . That is, among the plurality of extension portions 50, the first extension portion 51 and the third extension portion 53 are located on one end side in the extension direction of the first extension portion 51 and the third extension portion 53. The second extending portion 52 is partitioned by the bending portion 40 at both ends in the extending direction of the second extending portion 52 .

In addition, the first extension portion 51 is arranged on the outermost side in the tire radial direction among the plurality of extension portions 50 , and the convex portion 30 extends from the first extension portion 51 side to the third extension portion 53 side. , it is inclined with respect to the tire circumferential direction from the tire radial outer side toward the tire radial inner side. Therefore, the second extension portion 52 is arranged radially inward of the first extension portion 51 , and the third extension portion 53 is arranged radially inward of the second extension portion 52 . ing.

The plurality of protrusions 30 formed on one tire side portion 20 are inclined such that the direction of inclination in the tire radial direction is the same when heading in a predetermined direction in the tire circumferential direction (see FIG. 3 ). reference). Therefore, the plurality of first extension portions 51 of the plurality of protrusions 30 are all inclined in the same direction in the tire radial direction with respect to the tire circumferential direction. Specifically, the first extending portion 51 is inclined with respect to the tire circumferential direction from the inner side to the outer side in the tire radial direction from the first arrival side to the last arrival side in the rotational direction of the pneumatic tire 1 . ing. Similarly, the second extending portion 52 and the third extending portion 53 extend from the inside to the outside in the tire radial direction from the first arrival side to the last arrival side in the rotation direction of the pneumatic tire 1 . It is slanted with respect to the direction.

Further, among the plurality of extension portions 50 of the convex portion 30, the inclination of the second extension portion 52 in the tire radial direction with respect to the tire circumferential direction is is greater than the inclination to In addition, the second extension portion 52 has a greater inclination in the tire radial direction with respect to the tire circumferential direction than the third extension portion 53 . That is, the first extending portion 51, the second extending portion 52, and the third extending portion 53 are inclined in the same direction in the tire radial direction when heading in a predetermined direction in the tire circumferential direction. However, the second extending portion 52 has the largest inclination in the tire radial direction with respect to the tire circumferential direction.

Further, the first extension portion 51 having the longest length among the plurality of extension portions 50 has a length C1 (see FIG. 7) equal to the height FH (see FIG. 6) of the arrangeable area PA in the tire radial direction. is within the range of 1.0 times or more and 6.0 times or less. That is, the length C1 of the first extending portion 51 is in the range of 1.0 to 6.0 times 70% of the tire section height SH. The length C1 of the first extending portion 51 is preferably in the range of 1.5 to 5.0 times the height FH of the arrangeable area PA in the tire radial direction.

In addition, the first extension portion 51 has two first extension portion end portions extending in the tire radial direction passing through mutually different end portions 51a among both end portions 51a in the extension direction of the first extension portion 51. The relative angle β between the position lines Le in the tire circumferential direction, that is, the angle β formed by the two first extending portion end position lines Le is 0.60≦(β/α )≦0.90. This angle β is the angle in the tire circumferential direction in the range in which one first extension portion 51 is arranged, that is, the extension angle of the first extension portion 51 in the tire circumferential direction. The angle β of the first extension portion 51 with respect to the angle α of the convex portion 30 is preferably within the range of 0.70≦(β/α)≦0.85.

The length C1 (see FIG. 7) of the first extension portion 51 formed in this way is within the range of 5 times or more and 100 times or less of the length C2 (see FIG. 7) of the second extension portion 52. It's becoming Further, the length C1 of the first extension portion 51 is the length C3 of the second extension portion 52 and the third extension portion 53, which is the extension portion 50 other than the first extension portion 51 (see FIG. 7). , within the range of 3 times or more and 100 times or less. The length C1 of the first extension portion 51 is preferably in the range of 7 to 70 times the length C2 of the second extension portion 52, and in the range of 10 to 50 times. It is more preferable to have In addition, the length C1 of the first extension portion 51 is preferably in the range of 4 to 50 times the length C3 of the third extension portion 53, and in the range of 5 to 30 times. It is more preferable to have

FIG. 5 is a detailed view of the B portion in FIG. 3, and is an explanatory view of the position where the convex portion 30 is arranged. The convex portion 30 formed so as to be inclined in the tire radial direction with respect to the tire circumferential direction has a distance Dmax in the tire radial direction between the innermost portion of the convex portion 30 in the tire radial direction and the tire outer diameter portion 25 . and the distance Dmin in the tire radial direction between the outermost portion of the convex portion 30 in the tire radial direction and the tire outer diameter portion 25 satisfies 1.2≦(Dmax/Dmin)≦3.5. is within range. The tire outer diameter portion 25 in this case is a portion that becomes the outer diameter of the pneumatic tire 1 , that is, a portion of the tread portion 2 that is positioned furthest outward in the tire radial direction. Moreover, the distance Dmax is in the range of 0.30 to 0.70 times the tire section height SH.

In addition, it is preferable that the relationship between the distance Dmax and the distance Dmin of the convex portion 30 is within the range of 1.5≦(Dmax/Dmin)≦2.5. Further, the distance Dmax is preferably in the range of 0.35 to 0.65 times the tire section height SH, and in the range of 0.40 to 0.60 times the tire section height SH. is more preferable.

Specifically, the convex portion 30 is inclined with respect to the tire circumferential direction from the tire radial direction outer side to the tire radial inner side as it goes from the first extension portion 51 side to the third extension portion 53 side. Therefore, the innermost portion of the convex portion 30 in the tire radial direction is the end portion 31 on the side of the third extending portion 53 among both end portions 31 in the extending direction of the convex portion 30 . Therefore, the distance Dmax is the distance in the tire radial direction between the end 31 of the convex portion 30 on the side of the third extending portion 53 and the tire outer diameter portion 25 . In addition, the outermost portion of the convex portion 30 in the tire radial direction is the end portion 31 on the side of the first extending portion 51 among both end portions 31 in the extending direction of the convex portion 30 . Therefore, the distance Dmin is the distance in the tire radial direction between the end portion 31 of the convex portion 30 on the side of the first extending portion 51 and the tire outer diameter portion 25 .

FIG. 6 is a detailed view of the B portion in FIG. 3, and is an explanatory view of the arrangement position of the convex portion 30 with respect to the arrangement possible area PA. Further, the first extending portion 51 has a distance Amax in the tire radial direction between the innermost portion of the first extending portion 51 in the tire radial direction and the outer diameter portion PAo of the arrangeable area PA, The relationship between the radially outermost portion of the one extending portion 51 and the distance Amin in the tire radial direction from the outer diameter portion PAo of the arrangeable area PA is 1.0≦(Amax/Amin). It is within the range of ≦3.5. In this case, the outer diameter portion PAo of the arrangeable area PA is at a position that defines the outer end of the arrangeable area PA in the tire radial direction. It is located at 85% of the height SH (see FIG. 2). Further, the distance Amin has a relationship with the height FH of the dispositionable area PA in the tire radial direction within the range of 0≦Amin≦(FH×0.3).

Specifically, the first extension portion 51 extends in the tire radial direction from the end portion 51a opposite to the side where the second extension portion 52 is located toward the side where the second extension portion 52 is located. Since it is inclined with respect to the tire circumferential direction in the direction from the outside toward the tire radially inner side, the innermost portion of the first extending portion 51 in the tire radial direction is the extension of the first extending portion 51. Of the two end portions 51a in the direction, the end portion 51a is on the second extending portion 52 side. Therefore, the distance Amax is the distance in the tire radial direction between the end portion 51a of the first extension portion 51 on the side of the second extension portion 52 and the outer diameter portion PAo of the arrangeable area PA. In the existing portion 51, the distance in the tire radial direction from the outer diameter portion PAo of the disposing area PA is the largest. That is, the first extension portion 51 has a portion where the bending portion 40 that separates the first extension portion 51 and the second extension portion 52 is located outside the arrangeable area PA in the first extension portion 51. This is the position where the distance in the tire radial direction from the diameter portion PAo is the largest.

In addition, the outermost portion of the first extension portion 51 in the tire radial direction is opposite to the second extension portion 52 of both end portions 51 a in the extension direction of the first extension portion 51 . side end 51a. Therefore, the distance Amin is the distance in the tire radial direction between the end portion 51a of the convex portion 30 opposite to the side where the second extending portion 52 is located and the outer diameter portion PAo of the arrangeable area PA. In the first extending portion 51, the distance in the tire radial direction from the outer diameter portion PAo of the disposing area PA is the smallest.

In the first extension portion 51, the relationship between the distance Amax and the distance Amin is preferably within the range of 1.0≦(Amax/Amin)≦2.0. Further, it is preferable that the distance Amin has a relationship with the height FH of the dispositionable area PA in the tire radial direction within the range of 0≦Amin≦(FH×0.2).

FIG. 7 is a detailed view of the convex portion 30 shown in FIG. The length C0 along the shape of the protrusion 30, that is, the length C0 along the extending direction of the protrusion 30 is the height FH in the tire radial direction of the arrangeable area PA (see FIG. 6). ) is in the range of 1.5 times or more and 7.0 times or less. That is, the length C0 of the convex portion 30 is within the range of 1.5 times or more and 7.0 times or less of 70% of the tire section height SH. The length C0 of the convex portion 30 is preferably in the range of 2.0 times or more and 6.0 times or less, and 2.5 times the height FH of the dispositionable area PA in the tire radial direction. More preferably, it is in the range of 5.5 times or less.

In addition, since the first extension portion 51 of the protrusion 30 is the extension portion 50 having the longest length among the plurality of extension portions 50 of the protrusion 30, the first extension portion 51 is , the length C1 along the shape of the first extension portion 51 is longer than the second extension portion 52 and the third extension portion 53 . In other words, the length C1 of the first extension portion 51 corresponds to the length C2 of the second extension portion 52 along the shape of the second extension portion 52 or the length C2 of the third extension portion 53 along the shape of the third extension portion 53 . It is longer than the length C3 of the extension portion 53 .

In addition, the protrusion 30 has an angle θ1 formed by a center line 51c in the width direction of the first extension portion 51 and a center line 52c in the width direction of the second extension portion 52, and the angle θ1 is 90°≦θ1≦170°. is within range. In addition, the angle θ2 between the center line 52c of the second extension portion 52 in the width direction and the center line 53c of the third extension portion 53 in the width direction is also 90°≦θ2≦170°. is within range. That is, the convex portion 30 having a plurality of extending portions 50 partitioned by the bent portion 40 is formed by an angle θn is within the range of 90°≦θn≦170°. The angle θ1 and the angle θ2, ie, the angle θn, are preferably within the range of 110° or more and 160° or less.

FIG. 8 is an explanatory diagram of an angle θ1 formed between the center line 51c of the first extension portion 51 and the center line 52c of the second extension portion 52 shown in FIG. Here, since the extension portion 50 is formed in a single arc shape or a single straight line shape, the first extension portion 51, the second extension portion 52, and the third extension portion 53 are also formed in a single shape. It may be formed in the shape of a single arc. In the case where the extension portions 50 are formed in an arc shape, the angle θn formed between the center lines of the two extension portions 50 that are continuous through the bent portion 40 is a predetermined size at which the center is located at the bent portion 40 . For the sake of convenience, the angle between each virtual line connecting the position where the circle with the radius of curvature and the center line of each extension 50 intersects with the bent portion 40 is Let the angle θn be formed.

For example, when at least one of the first extension portion 51 and the second extension portion 52 is formed in a single circular arc shape, the center line 51c of the first extension portion 51 and the second extension The angle θ1 between the center line 52c of the portion 52 and the center line 52c of the portion 52 is formed by forming a circle with a predetermined size and a radius centered on the bent portion 40 and the center line 51c of the first extension portion 51 or the center line of the second extension portion 52. For the sake of convenience, the angle between imaginary lines connecting the position where 52c intersects with the bent portion 40 is assumed to be an angle θ1.

Specifically, of the first extension portion 51 and the second extension portion 52, the length of the second extension portion 52, which is the extension portion 50 on the shorter side, is half the length of the second extension portion 52. A virtual circle Vc having a radius of is a provisional center line 51c1 of the first extension portion 51. Similarly, the line connecting the bent portion 40 and the intersecting portion 52x between the center line 52c of the second extension portion 52 and the virtual circle Vc is defined as a provisional center line 52c1 of the second extension portion 52 . The angle between the provisional centerline 51c1 of the first extension portion 51 and the provisional centerline 52c1 of the second extension portion 52 set in this way is defined by the centerline 51c in the width direction of the first extension portion 51. and the center line 52c in the width direction of the second extending portion 52 may be an angle θ1. The angle θ1 thus set between the first extension portion 51 and the second extension portion 52 is within the range of 90°≦θ1≦170°.

The angle θ2 formed by the center line 52c in the width direction of the second extension portion 52 and the center line 53c in the width direction of the third extension portion 53 may also be derived by the same method.

The second extension portion 52 has a greater inclination in the tire radial direction with respect to the tire circumferential direction than the inclinations in the tire radial direction with respect to the tire circumferential direction of the first extension portion 51 and the third extension portion 53 . However, the inclination of the first extending portion 51, the second extending portion 52, and the third extending portion 53 in the tire radial direction with respect to the tire circumferential direction is also a circle of a predetermined radius centered on the bent portion 40. can be derived based on

FIG. 9 is an explanatory diagram for comparison of inclinations of the extension portion 50 shown in FIG. For example, when comparing the inclination of the first extension portion 51 and the second extension portion 52 in the tire radial direction with respect to the tire circumferential direction, the center line 51c of the first extension portion 51 and the second extension portion 52 and the center line 52c, the temporary center line 51c1 of the first extending portion 51 and the temporary center line 52c1 of the second extending portion 52 are calculated using the virtual circle Vc. and Further, the center is located on the tire rotation axis, and the center of the virtual circle Vc, that is, the connection portion between the provisional center line 51c1 of the first extension portion 51 and the provisional center line 52c1 of the second extension portion 52 is A reference circle Lb1 passing through is set, and a tangent line Lt1 to the reference circle Lb1 passing through the center of the virtual circle Vc is set. In the second extension portion 52, the angle θa2 between the temporary center line 52c1 and the tangent line Lt1 set as described above is larger than the angle θa1 between the temporary center line 51c1 of the first extension portion 51 and the tangent line Lt1. It's getting bigger. Therefore, the inclination of the second extending portion 52 in the tire radial direction with respect to the tire circumferential direction is larger than the inclination of the first extending portion 51 in the tire radial direction with respect to the tire circumferential direction.

When comparing the inclinations of the second extending portion 52 and the third extending portion 53 in the tire radial direction with respect to the tire circumferential direction, the length of the second extending portion 52 and the third extending portion 53 is The second extension portion 52 and the third extension portion 53 form an imaginary circle Vc whose radius is half the length of the second extension portion 52 which is the extension portion 50 on the short side. , and a line connecting the intersection 52x between the center line 52c of the second extending portion 52 and the virtual circle Vc and the bending portion 40 is defined as the second extending portion 52 is assumed to be a provisional centerline 52c1'. Similarly, the line connecting the bent portion 40 and the intersecting portion 53x between the center line 53c of the third extension portion 53 and the virtual circle Vc is defined as a provisional center line 53c1 of the third extension portion 53. FIG.

Further, a reference circle Lb3 whose center is located on the tire rotation axis and passes through the connecting portion between the provisional centerline 52c1′ of the second extension portion 52 and the provisional centerline 53c1 of the third extension portion 53 is set. , a tangent line Lt3 to the reference circle Lb3 passing through the center of the virtual circle Vc. In the second extension portion 52, the angle θa2′ between the provisional center line 52c1 and the tangent line Lt3 set as described above is larger than the angle θa3 between the provisional center line 53c1 of the third extension portion 53 and the tangent line Lt3. is also getting bigger. Therefore, the inclination of the second extending portion 52 in the tire radial direction with respect to the tire circumferential direction is larger than the inclination of the third extending portion 53 in the tire radial direction with respect to the tire circumferential direction. That is, the inclination of the second extending portion 52 in the tire radial direction with respect to the tire circumferential direction is larger than the inclination of the first extending portion 51 and the third extending portion 53 in the tire radial direction with respect to the tire circumferential direction. ing.

10A is a cross-sectional view taken along line D1-D1 in FIG. 7. FIG. 10B is a cross-sectional view taken along line D2-D2 in FIG. 7. FIG. FIG. 10C is a cross-sectional view along D3-D3 in FIG. The cross-sectional shape of the protrusion 30 when viewed in the extending direction of the protrusion 30 is formed in a substantially rectangular shape whose longitudinal direction is the height direction of the protrusion 30 . Moreover, the width Wc and the height Hc of the plurality of extending portions 50 of the convex portion 30 are changed at positions straddling the bent portion 40 . The width Wc of the extension portion 50 in this case is the extension in the direction orthogonal to the extension direction of the extension portion 50 when the extension portion 50 is viewed in the direction in which the protrusion 30 protrudes from the tire side surface 21. is the width of the portion 50; Moreover, the height Hc of the extension portion 50 is the height from the tire side surface 21 .

The plurality of extension portions 50 have different widths Wc and heights Hc defined in this way for each extension portion 50 . That is, the first extension portion 51, the second extension portion 52, and the third extension portion 53 of the convex portion 30 have different widths Wc and heights Hc. In the present embodiment, the average width W2 of the second extension portion 52 is larger than the average width of each of the width W1 of the first extension portion 51 and the average width W3 of the third extension portion 53. ing. The average height H2 of the second extension portion 52 is also higher than the average heights of the height H1 of the first extension portion 51 and the average height H3 of the third extension portion 53. It's becoming

FIG. 11 is an explanatory diagram of the position of the maximum width portion Wm of the convex portion 30. As shown in FIG. The plurality of extension portions 50 have a width Wc within a range of 0.1 to 1.0 times the maximum width of the extension portion 50 . In addition, the first extension portion 51, which is the extension portion 50 having the longest length among the plurality of extension portions 50, has a maximum width within a range of 0.5 mm or more and 7.0 mm or less. The maximum width of the one extending portion 51 is preferably in the range of 1.0 mm or more and 3.0 mm or less. Also, the second extension portion 52 has a maximum width larger than the maximum width of the first extension portion 51 . It is in the range of 1.5 times or more and 5 times or less of the wide range.

The second extension portion 52 also has a maximum width larger than that of the third extension portion 53 . Therefore, the maximum width portion Wm of the projection 30 , which is the maximum width portion of the projection 30 , is positioned at the second extending portion 52 . The position in the tire radial direction of the maximum width portion Wm of the convex portion 30 positioned on the second extending portion 52 is the tire cross-sectional height SH on the tire radial direction outer side from the rim diameter reference position BL. It is contained within the range of 0.40 times or more and 0.60 times or less. The position of the maximum width portion Wm of the convex portion 30 in the tire radial direction is included in the range of 0.45 times or more and 0.55 times or less of the tire section height SH outward from the rim diameter reference position BL in the tire radial direction. preferably

FIG. 12 is a schematic diagram of the projection 30 shown in FIG. 7 as viewed in the EE direction. Since the height Hc of the protrusions 30 differs for each extending portion 50, in other words, the height Hc from the tire side surface 21 differs depending on the position of the protrusions 30, and the height from the tire side surface 21 is different. The height Hc and the manner in which the height Hc changes differs for each extending portion 50 . For example, the first extension portion 51 has a height H1 from the tire side surface 21 at the end located on the side opposite to the side on which the second extension portion 52 is located from the side on which the second extension portion 52 is located. It becomes lower toward the portion 51a. The first extension portion 51 formed in this manner is disposed radially outward of the second extension portion 52 and is inclined in the tire radial direction with respect to the tire circumferential direction. 51, the height H1 from the tire side surface 21 decreases toward the tire radial direction outer side, and the height H1 from the tire side surface 21 is lowest at the position of the tire radially outer end portion 51a. (See Figure 2). That is, the first extension portion 51 has a height H1 from the tire side surface 21 at the position where the distance in the tire radial direction from the outer diameter portion PAo of the arrangeable area PA is the smallest distance Amin (see FIG. 6). is the lowest.

Similarly to the first extension portion 51, the third extension portion 53 also has a height H3 from the tire side surface 21 that is greater than the second extension portion 52 from the side where the second extension portion 52 is located. It becomes lower toward the end 53a located on the opposite side of the side to be pushed (see FIG. 12). The third extending portion 53 formed in this manner is disposed radially inward of the second extending portion 52 and is inclined in the tire radial direction with respect to the tire circumferential direction. 53, the height H3 from the tire side surface 21 decreases toward the tire radial direction inner side, and the height H3 from the tire side surface 21 is the lowest at the position of the tire radially inner end portion 53a. (See Figure 2).

In addition, among the plurality of extension portions 50, the maximum extension portion 56, which is the extension portion 50 having the highest extension portion average height, which is the average height of each extension portion 50 from the tire side surface 21, is , the extension portion 50 other than the first extension portion 51 . In this embodiment, the highest extension portion 56 becomes the second extension portion 52 which is the extension portion 50 continuous from the first extension portion 51 via the bent portion 40 among the plurality of extension portions 50 . there is Therefore, the highest extension portion 56 is the extension portion 50 having the largest inclination in the tire radial direction with respect to the tire circumferential direction among the plurality of extension portions 50 . The second extension portion 52, which is the highest extension portion 56, has an extension portion average height of 3 mm or more and 10 mm or less.

In addition, among the plurality of extending portions 50, the extending portions 50 other than the highest extending portion 56 have an average extending portion height of 0.1 times or more the average height of the highest extending portion 56. .8 times or less. That is, the first extension portion 51 and the third extension portion 53, which are the extension portions 50 other than the highest extension portion 56, have an average extension height of the second extension portion 56, which is the highest extension portion 56. It is in the range of 0.1 to 0.8 times the average height of the extended portion of the portion 52 .

Further, the position in the tire radial direction of the maximum height portion Hm, which is the portion where the height H2 of the second extension portion 52, which is the highest extension portion 56, from the tire side surface 21 is the highest is the rim diameter reference position BL to the outside in the tire radial direction from 0.40 times to 0.60 times the tire section height SH (see FIG. 2). That is, in the convex portion 30, the position in the tire radial direction of the maximum height portion Hm, which is the portion where the height from the tire side surface 21 is the highest, is the tire cross-sectional height on the tire radial direction outer side from the rim diameter reference position BL. It is contained in the range of 0.40 times or more and 0.60 times or less of SH. The position of the maximum height portion Hm of the convex portion 30 in the tire radial direction is within the range of 0.45 times or more and 0.55 times or less of the tire section height SH outward from the rim diameter reference position BL in the tire radial direction. preferably included.

In addition, the maximum height of the second extension portion 52 from the tire side surface 21 is in the range of 1.1 times or more and 3.0 times or less of the maximum width of the second extension portion 52 . That is, the height Hc of the second extension portion 52 at the maximum height portion Hm is 1.1 times or more as large as the width Wc at the maximum width portion Wm (see FIG. 11) of the second extension portion 523. It is in the range of 0 times or less. On the other hand, the maximum height of the first extension portion 51 from the tire side surface 21 is in the range of 1.1 to 5.0 times the maximum width of the first extension portion 51 .

13A and 13B are explanatory diagrams of approximately parallelism between the first extension portion 51 and the third extension portion 53. FIG. The first extension portion 51 and the third extension portion 53 of the convex portion 30 are separated from each other by a center line 51c in the width direction of the first extension portion 51 and a center line 53c in the width direction of the third extension portion 53. are approximately parallel. Parallel in this case indicates that the inclination angles of the center line 51c of the first extension portion 51 and the center line 53c of the third extension portion 53 in the tire radial direction with respect to the tire circumferential direction are approximately the same. ing. That is, the center line 51c of the first extension portion 51 and the center line 53c of the third extension portion 53 are the imaginary line 51b that intersects the first extension portion 51 and passes through the center of the tire. The difference between the angle θb1 formed with the center line 51c of the third extension portion 53 and the angle θb3 formed between the virtual line 53b that intersects the third extension portion 53 and passes through the center of the tire and the center line 53c of the third extension portion 53 is a predetermined is within the range of In the present embodiment, a configuration in which the difference between the angles to be compared is within ±10° is referred to as substantially parallel.

Specifically, of the first extension portion 51 and the third extension portion 53, the length of the third extension portion 53, which is the extension portion 50 on the shorter side, is half the length. A virtual circle Vp having a radius of A line connecting the portion 51 y and the end portion 51 a of the first extension portion 51 is assumed to be a provisional centerline 51 c 2 of the first extension portion 51 . Similarly, a virtual circle Vp is set around the end 53a of the third extending portion 53 near the first extending portion 51, and an intersection 53y between the center line 53c of the third extending portion 53 and the virtual circle Vp is and the end portion 53a of the third extension portion 53 is defined as a provisional centerline 53c2 of the third extension portion 53. As shown in FIG.

An imaginary line 51b connecting an end portion 51a of the first extension portion 51 closer to the third extension portion 53 and the center of the tire, and an end portion 53a of the third extension portion 53 closer to the first extension portion 51 A virtual line 53b connecting the center of the tire is set.

The first extension portion 51 and the third extension portion 53 are defined by an angle θb1 formed between the provisional center line 51c2 of the first extension portion 51 and the virtual line 51b, which are set as described above, and the third extension portion The difference between the angle θb3 formed by the provisional center line 53c2 of 53 and the imaginary line 53b is ±10°. As a result, the center line 51c of the first extending portion 51 and the center line 53c of the third extending portion 53 have substantially the same inclination angle in the tire radial direction with respect to the tire circumferential direction. The centerline 51c of the present portion 51 and the centerline 53c of the third extension portion 53 are substantially parallel.

14A and 14B are explanatory diagrams of overlapping portions 55 between adjacent convex portions 30. FIG. The convex portion 30 has an overlapping portion 55 that overlaps another convex portion 30 in the tire circumferential direction. Specifically, the overlap portion 55 is a portion in which the positions in the tire radial direction are different but the positions in the tire circumferential direction are the same between the convex portions 30 adjacent to each other in the tire circumferential direction. In other words, the overlap portion 55 is formed by two protrusions 30 adjacent to each other in the tire circumferential direction, and is a portion where the protrusions 30 adjacent to each other in the tire circumferential direction overlap each other in the tire circumferential direction.

That is, since the convex portions 30 are formed to be inclined in the tire radial direction with respect to the tire circumferential direction while facing the tire circumferential direction, each convex portion 30 has one end in the extending direction of the convex portion 30. The positions in the tire radial direction are different between the portion 31 and the other end portion 31 . In addition, the plurality of protrusions 30 formed on one tire side portion 20 are all inclined in the same direction in the tire radial direction with respect to the tire circumferential direction. For this reason, the positions in the tire radial direction of the end portions 31 located closer to the other convex portion 30 of the adjacent convex portions 30 are different. As a result, the adjacent protrusions 30 are arranged so that their ends 31 near the other protrusion 30 are located within the range in which the other protrusion 30 is arranged in the tire circumferential direction. The convex portions 30 can be overlapped with each other. The overlapping portion 55 is formed by locating a portion of each of the convex portions 30 adjacent to each other in the tire circumferential direction within a range in the tire circumferential direction where the other convex portion 30 is arranged. there is

The overlap portion 55 of the convex portion 30 formed in this manner is such that the angle γ in the tire circumferential direction in the range where the overlap portion 55 extends in the tire circumferential direction is the same as the range in which one convex portion 30 is arranged. The angle α (see FIG. 4) in the circumferential direction is within the range of 0.05≦(γ/α)≦0.30. The angle γ of the overlapping portion 55 is preferably within the range of 0.10≦(γ/α)≦0.20 with respect to the angle α of the convex portion 30 .

FIG. 15 is a detailed diagram of the overlap portion 55 shown in FIG. The two convex portions 30 that overlap at the overlap portion 55 have a relationship between the maximum distance Pmax and the minimum distance Pmin in the tire direction between the overlapping portions of 1.0≦(Pmax/Pmin)≦2.0. is within range. In this case, the maximum distance Pmax is the portion where the distance in the tire radial direction between one protrusion 30 and the other protrusion 30 is the greatest in the overlap portion 55 formed by the protrusions 30 adjacent to each other in the tire circumferential direction. It is the distance in the tire radial direction at The minimum distance Pmin is the tire at the portion where the distance in the tire radial direction between one protrusion 30 and the other protrusion 30 is the shortest in the overlapping portion 55 formed by the protrusions 30 adjacent to each other in the tire circumferential direction. It is the distance in the radial direction. Among these, the minimum distance Pmin is within the range of 0.15≦(Pmin/SH)≦0.30 with respect to the tire section height SH.

It is preferable that the maximum distance Pmax and the minimum distance Pmin in the tire direction between overlapping portions in the overlapping portion 55 are within the range of 1.0≦(Pmax/Pmin)≦1.5. That is, the maximum distance Pmax and the minimum distance Pmin may be Pmax=Pmin, that is, the two convex portions 30 overlapping at the overlapping portion 55 may be parallel to each other. Moreover, the minimum distance Pmin with respect to the tire section height SH is preferably within the range of 0.18≦(Pmin/SH)≦0.25.

All of the plurality of protrusions 30 formed on one tire side portion 20 overlap with each other in the tire circumferential direction (see FIG. 3). For this reason, the plurality of protrusions 30 formed on one tire side portion 20 overlap each other at the overlap portion 55, so that the protrusions 30 can be positioned at any position on the tire circumference. is arranged at least one.

Further, since all of the convex portions 30 adjacent in the tire circumferential direction overlap each other, the sum of the angles α of the plurality of convex portions 30 formed on one tire side portion 20 is equal to the tire circumferential direction. It is larger than the angle 2π of one turn in the direction. Specifically, the sum of the angles α of the plurality of protrusions 30 formed on one tire side portion 20 is within the range of 105% or more and 200% or less of the angle 2π of one round in the tire circumferential direction. The sum of the angles α of the plurality of protrusions 30 formed on one tire side portion 20 is preferably in the range of 110% or more and 190% or less of the angle 2π of one circumference in the tire circumferential direction, and preferably 115%. More preferably, it is in the range of 180% or less.

When the pneumatic tire 1 according to the present embodiment is mounted on a vehicle, the pneumatic tire 1 is fitted to the rim wheel by fitting the rim wheel to the bead portion 5, and the inside is filled with air. Attached to the vehicle in a flattened state. At that time, the pneumatic tire 1 according to the present embodiment is mounted on the vehicle in the designated direction because the mounting direction with respect to the vehicle and the rotational direction when mounted on the vehicle are specified. That is, it is mounted on the vehicle in the direction designated by the mounting direction display portion and the rotation direction display portion attached to the sidewall portion 4 . Specifically, among the tire side portions 20 positioned on both sides in the tire width direction, the tire side portion 20 on the side where the convex portion 30 is formed is mounted on the vehicle so as to be positioned on the outside in the vehicle mounting direction.

When the vehicle equipped with the pneumatic tire 1 runs, the pneumatic tire 1 rotates while the portion of the ground contact surface 10 located below and facing the road surface is in contact with the road surface. The vehicle travels by transmitting driving force and braking force to the road surface and generating turning force by the frictional force between the ground contact surface 10 and the road surface. For example, when a vehicle equipped with the pneumatic tire 1 travels on a dry road surface, the frictional force between the ground contact surface 10 and the road surface mainly causes the driving force and the braking force to be transmitted to the road surface, as well as the turning force. It runs by generating Also, when traveling on a wet road surface, water between the ground contact surface 10 and the road surface enters grooves such as the circumferential grooves 16 and lug grooves formed in the contact surface 10, and these grooves cause the contact surface to move. Run while draining the water between 10 and the road surface. As a result, the ground contact surface 10 can easily contact the road surface, and the vehicle can travel as desired due to the frictional force between the ground contact surface 10 and the road surface.

Here, when the vehicle is running, the pneumatic tire 1 may come into contact with parts other than the ground contact surface 10 . For example, when the pneumatic tire 1 runs over a curb, or when the pneumatic tire 1 is too close to the curb during parking, the tire side surface 21 may come into contact with the curb. In this case, there is a risk that the tire side surface 21 will crack in the portion that contacts the curb, and the tire side portion 20 will be damaged. A failure may occur.

On the other hand, in the pneumatic tire 1 according to this embodiment, the tire side surface 21 of the tire side portion 20 is formed with the convex portion 30 . Therefore, even when an obstacle such as a curb comes into contact with the tire side surface 21 , the obstacle contacts the convex portion 30 . can be suppressed. Thereby, trauma resistance can be improved.

In addition, the convex portion 30 formed on the tire side portion 20 in this manner can generate turbulence in the air around the convex portion 30 when the pneumatic tire 1 rotates while the vehicle is running. As a result, an increase in air resistance can be suppressed. That is, when the pneumatic tire 1 rotates, a turbulent boundary layer is generated around the protrusions 30 protruding from the tire side surface 21, so the tire side surface 21 moves at high speed with respect to the surrounding air. As a result, separation of air from the tire side surface 21 is less likely to occur. Therefore, it is possible to suppress an increase in air resistance caused by the separation of the air around the pneumatic tire 1 from the tire side surface 21, and to reduce the rolling resistance when the pneumatic tire 1 rotates. Thereby, fuel consumption performance can be improved.

In addition, since the length C1 of the first extension portion 51 of the convex portion 30 is within the range of 5 times or more and 100 times or less of the length C2 of the second extension portion 52, the turbulence can be more effectively reduced. In addition, by forming the first extension portion 51 with high accuracy, the tire side portion 20 can be more reliably protected by the first extension portion 51 and turbulence can be generated. . That is, when the length C1 of the first extension portion 51 is less than five times the length C2 of the second extension portion 52, the length C1 of the first extension portion 51 is too short, and the convex Even if the portion 30 is provided, it may be difficult to effectively generate turbulence in the air around the convex portion 30 . In this case, it may be difficult to reduce rolling resistance by suppressing an increase in air resistance during rotation of the pneumatic tire 1 .

Further, when the length C1 of the first extension portion 51 is longer than 100 times the length C2 of the second extension portion 52, the length C1 of the first extension portion 51 is too long. It may be difficult to form the first extension portion 51 appropriately during vulcanization molding during manufacture of the tire 1 . That is, the convex portion 30 is formed by vulcanizing a so-called green tire, which is a tire before vulcanization molding, using a mold in which the shape of the convex portion 30 is formed. If the length C1 of 51 is too long, the portion of the mold that forms the first extending portion 51 also becomes long. Therefore, in this case, since the portion of the mold that forms the first extension 51 is too long, when the green tire is vulcanized and molded, the portion of the mold that forms the first extension 51 does not have rubber. Since it becomes difficult to distribute the heat, it may become difficult to form the first extension portion 51 with high accuracy. If the first extension portion 51 cannot be molded with high precision, there is a risk that the first extension portion 51 will not be molded in a desired shape, such as partial chipping. There is a risk that the effect of protecting 20 and generating turbulence will be reduced.

On the other hand, when the length C1 of the first extension portion 51 is within the range of 5 times or more and 100 times or less of the length C2 of the second extension portion 52, the projection having the first extension portion 51 Since the portion 30 can effectively generate a turbulent flow and the first extension portion 51 can be formed with high accuracy, the first extension portion 51 can protect the tire side portion 20 more reliably. or create turbulence. As a result, an increase in air resistance can be more reliably suppressed, so that rolling resistance during rotation of the pneumatic tire 1 can be reduced, and trauma resistance can be more reliably improved.

In addition, since the thickness Ga of the tire side portion 20 at the tire maximum width position W is within the range of 2 mm or more and 9 mm or less, it is possible to reduce the weight of the pneumatic tire 1 while suppressing damage to the tire side portion 20. can reduce rolling resistance. That is, when the thickness Ga of the tire side portion 20 at the maximum tire width position W is less than 2 mm, the thickness Ga of the tire side portion 20 is too thin. Also, when an obstacle comes into contact with the convex portion 30, the tire side portion 20 may be damaged. In addition, when the thickness Ga of the tire side portion 20 at the tire maximum width position W exceeds 9 mm, the weight of the tire side portion 20 increases, which may deteriorate rolling resistance.

On the other hand, when the thickness Ga of the tire side portion 20 at the tire maximum width position W is within the range of 2 mm or more and 9 mm or less, the weight of the pneumatic tire 1 is reduced while suppressing damage to the tire side portion 20. can be achieved, and rolling resistance can be reduced. As a result of these, both trauma resistance and fuel efficiency can be achieved.

In addition, since the length C1 of the first extending portion 51 of the convex portion 30 is within the range of 1.0 to 6.0 times 70% of the tire section height SH, To make it easier for a convex part 30 to come into contact with an obstacle likely to come into contact with a tire side surface 21 while suppressing an excessive increase in weight, and to effectively generate a turbulent flow by the convex part 30. can be done. That is, when the length C1 of the first extension portion 51 is less than 1.0 times 70% of the tire cross-sectional height SH, the length C1 of the first extension portion 51 is too short, and the curbstone or the like is When the obstacle comes into contact with the tire side surface 21 , there is a possibility that the first extension portion 51 is less likely to come into contact with the obstacle. For this reason, it may be difficult for the protrusion 30 to prevent an obstacle from contacting the tire side surface 21 , and it may be difficult to prevent damage to the tire side portion 20 . Further, when the length C1 of the first extending portion 51 is less than 1.0 times 70% of the tire cross-sectional height SH, the length of the first extending portion 51 is too short. is provided, it may be difficult to generate turbulence in the air around the convex portion 30 . In this case, when the pneumatic tire 1 rotates, it becomes difficult for the protrusions 30 to prevent the air around the pneumatic tire 1 from separating from the tire side surface 21, thereby suppressing an increase in air resistance and rolling resistance. may be difficult to reduce.

Further, when the length C1 of the first extension portion 51 exceeds 6.0 times 70% of the tire section height SH, the length of the first extension portion 51 is too long. The weight of the portion 51 may become too large, and the weight of the pneumatic tire 1 may increase excessively due to the provision of the convex portion 30 on the tire side portion 20 . In this case, even if the increase in air resistance is suppressed by the protrusions 30, the weight of the pneumatic tire 1 increases, which may worsen the rolling resistance.

On the other hand, when the length C1 of the first extending portion 51 is within the range of 1.0 to 6.0 times 70% of the tire section height SH, the weight of the pneumatic tire 1 is It is possible to make it easier for the projections 30 to come into contact with obstacles that are likely to come into contact with the tire side surface 21 while suppressing an excessive increase, and the projections 30 can effectively generate turbulence. . As a result, damage to the tire side portion 20 can be effectively suppressed by the convex portion 30, and an increase in air resistance during rotation of the pneumatic tire 1 can be suppressed, thereby reducing rolling resistance. can. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since the length C0 along the shape of the convex portion 30 is within the range of 1.5 to 7.0 times 70% of the tire section height SH, the convex portion 30 It is possible to more reliably protect the tire side portion 20 and generate turbulence. That is, when the length C0 of the protrusion 30 is less than 1.5 times 70% of the tire section height SH, the length C0 of the protrusion 30 is too short, so that it is likely to contact the tire side surface 21. It may become difficult to bring an obstacle into contact with the convex portion 30 , and it may become difficult to prevent damage to the tire side portion 20 . Further, when the length C0 of the convex portion 30 is less than 1.5 times 70% of the tire section height SH, the length C0 of the convex portion 30 is too short, and the convex portion 30 generates turbulence. There is a risk that it will be difficult to In this case, when the pneumatic tire 1 rotates, it becomes difficult for the protrusions 30 to suppress the separation of the air around the tire side surface 21, thereby suppressing an increase in air resistance and reducing rolling resistance. is likely to become difficult. Further, when the length C0 of the protrusion 30 exceeds 7.0 times 70% of the tire section height SH, the length C0 of the protrusion 30 is too long. It may be difficult to properly form the projections 30 during sulfur molding. In this case, there is a risk that the convex portion 30 may not be formed in a desired shape, such as partial chipping of the convex portion 30, and the convex portion 30 may protect the tire side portion 20 or generate turbulence. There is a risk that the effect will be reduced.

On the other hand, when the length C0 of the convex portion 30 is within the range of 1.5 to 7.0 times 70% of the tire section height SH, the obstacle likely to come into contact with the tire side surface 21 The convex portion 30 can be easily brought into contact with the surface, and the convex portion 30 can effectively generate a turbulent flow. In addition, since the protrusions 30 can be formed with high accuracy, the protrusions 30 can more reliably protect the tire side portion 20 and generate turbulence. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since the maximum height of the first extension portion 51 of the convex portion 30 is within the range of 1.1 times or more and 5.0 times or less of the maximum width of the first extension portion 51, the rolling resistance is further increased. It is possible to reliably reduce damage to the tire side portion 20 and more reliably suppress damage to the tire side portion 20 when an obstacle such as a curbstone contacts the first extending portion 51 . In other words, if the maximum height of the first extension portion 51 is less than 1.1 times the maximum width of the first extension portion 51, the maximum height of the first extension portion 51 is too low and the obstacle When an object comes into contact with the first extension portion 51, it may be difficult for the first extension portion 51 to alleviate the force received from the obstacle. In this case, the force that the first extension portion 51 receives from the obstacle is likely to be transmitted to the inside of the tire side portion 20 , so it may be difficult to prevent damage to the tire side portion 20 . Further, when the maximum height of the first extension portion 51 is higher than 5.0 times the maximum width of the first extension portion 51, the maximum height of the first extension portion 51 is too high. The weight of the protrusions 30 having the extensions 51 may become too large, and the weight of the pneumatic tire 1 may increase excessively as the protrusions 30 are provided on the tire side portions 20 . In this case, even if the increase in air resistance is suppressed by the protrusions 30, the weight of the pneumatic tire 1 increases, which may make it difficult to reduce the rolling resistance.

On the other hand, when the maximum height of the first extension portion 51 is within the range of 1.1 times or more and 5.0 times or less of the maximum width of the first extension portion 51, the weight of the pneumatic tire 1 Even when an obstacle comes into contact with the first extension portion 51, the force received from the obstacle can be reduced by the first extension portion 51 while suppressing an excessive increase in . As a result, damage to the tire side portion 20 can be more reliably suppressed by the convex portion 30, and rolling resistance during rotation of the pneumatic tire 1 can be more reliably reduced. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

Further, since the maximum width of the first extending portion 51 is within the range of 1.0 mm or more and 3.0 mm or less, the convex portion 30 more reliably reduces the rolling resistance and prevents the curb from the first extending portion 51 . It is possible to more reliably suppress damage to the tire side portion 20 when an obstacle such as the tire comes into contact with the tire side portion 20 . That is, since the first extension portion 51 is the extension portion 50 having the longest length among the plurality of extension portions 50 , when an obstacle such as a curb comes into contact with the convex portion 30 , the first extension portion 51 The contact portion 51 is the easiest to contact. As described above, when the maximum width of the first extension portion 51, which is likely to be contacted by an obstacle, is less than 1.0 mm, the maximum width of the first extension portion 51 is too small. It may be difficult for the first extension portion 51 to relieve the force received from the obstacle when the contact portion 51 is contacted. In this case, the force that the first extension portion 51 receives from the obstacle is likely to be transmitted to the inside of the tire side portion 20 , so it may be difficult to prevent damage to the tire side portion 20 .

Further, when the maximum width of the first extension portion 51 is larger than 3.0 mm, the maximum width of the first extension portion 51 is too large, so the weight of the convex portion 30 having the first extension portion 51 is increased. There is a risk that the weight of the pneumatic tire 1 will increase excessively with the provision of the protrusions 30 on the tire side portions 20 . In this case, even if the increase in air resistance is suppressed by the protrusions 30, the weight of the pneumatic tire 1 increases, which may make it difficult to reduce the rolling resistance.

On the other hand, when the maximum width of the first extension portion 51 is within the range of 1.0 mm or more and 3.0 mm or less, the obstacle is prevented from increasing the weight of the pneumatic tire 1 too much. Even when the one extension portion 51 is contacted, the first extension portion 51 can reduce the force received from the obstacle. As a result, damage to the tire side portion 20 can be suppressed by the convex portion 30 to improve resistance to external damage, and rolling resistance during rotation of the pneumatic tire 1 can be more reliably reduced, thereby improving fuel efficiency. can be made As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since the height H1 of the first extension portion 51 having the convex portion 30 from the tire side surface 21 decreases toward the tire radial direction outer side, the first extension portion 51 generates turbulence while the tire By making the change in the height H1 from the side surface 21 as gentle as possible, an excessive increase in air resistance due to the provision of the protrusions 30 can be suppressed. As a result, an increase in air resistance during rotation of the pneumatic tire 1 can be more reliably suppressed, and rolling resistance can be more reliably reduced. As a result, the fuel consumption performance can be improved more reliably.

In addition, since the width of the plurality of extension portions 50 changes at positions straddling the bent portion 40, turbulence is more reliably generated in the air that flows along the convex portion 30 and passes through the bent portion 40. can be generated. As a result, it is possible to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1 due to turbulence, and to more reliably reduce rolling resistance. As a result, the fuel consumption performance can be improved more reliably.

In addition, the first extending portion 51 is inclined with respect to the tire circumferential direction from the inner side to the outer side in the tire radial direction as it goes from the first arrival side to the last arrival side in the rotation direction of the pneumatic tire 1. , the force for pressing the pneumatic tire 1 against the road surface can be improved. That is, the inclination direction of the first extending portion 51 is inclined from the inner side to the outer side in the tire radial direction as it goes from the first arrival side to the last arrival side in the rotation direction, so that the tire side when the pneumatic tire 1 rotates. The direction of air flowing near the surface 21 is changed by the first extending portion 51 from the inner side to the outer side in the tire radial direction. Here, when the vehicle moves forward, the portion located near the upper end of the pneumatic tire 1 in the vertical direction moves in the direction from the rear side to the front side of the vehicle. A portion located near the lower end moves in a direction from the front side to the rear side of the vehicle. Therefore, when the vehicle moves forward, the speed relative to the road surface is the fastest at the portion located near the upper end in the vertical direction of the pneumatic tire 1 . Therefore, the effect on the pneumatic tire 1 due to the change in the direction of the air flowing near the tire side surface 21 by the first extension portion 51 is limited to the first position located near the upper end of the pneumatic tire 1 in the vertical direction. The effect of changing the direction of air flow by the extending portion 51 is the greatest.

When the pneumatic tire 1 rotates, the first extending portion 51 changes the direction in which the air flowing near the tire side surface 21 flows from the inside to the outside in the tire radial direction. The first extending portion 51 located near the upper end in the vertical direction changes the direction in which air flows from the lower side to the upper side in the vertical direction. For this reason, the first extending portion 51 receives a downward force from the air as a reaction to the change in air flow. Since the force that the first extension portion 51 receives from the air is the force in the direction that presses the pneumatic tire 1 against the road surface, the force that presses the pneumatic tire 1 against the road surface increases the grip force of the ground contact surface 10 with respect to the road surface. improves. As a result, the increased gripping force can improve the steering stability while the vehicle is running.

Further, in the convex portion 30, the angle θ1 between the center line 51c in the width direction of the first extension portion 51 and the center line 52c in the width direction of the second extension portion 52 is in the range of 90°≦θ1≦170°. Therefore, it is possible to reduce the rolling resistance more reliably while suppressing the occurrence of cracks at the position of the bent portion 40 . That is, when the angle θ1 is less than 90°, the angle formed by the first extension portion 51 and the second extension portion 52 is too small, so that the tire side portion 20 is bent when the vehicle is running. There is a possibility that stress concentration is likely to occur near the position of the portion 40 . In this case, cracks may easily occur at the position of the bent portion 40 . Further, when the angle θ1 exceeds 170°, the angle between the first extension portion 51 and the second extension portion 52 is too large. There is a possibility that it may become difficult to effectively obtain the effect to be generated. In this case, it becomes difficult to effectively suppress an increase in air resistance when the pneumatic tire 1 rotates, and it may become difficult to reduce the rolling resistance.

On the other hand, when the angle θ1 is within the range of 90° ≤ θ1 ≤ 170°, cracking at the position of the bent portion 40 is suppressed, and by forming the bent portion 40 on the convex portion 30, The effect of generating turbulence can be effectively obtained, and the rolling resistance can be reduced more reliably. As a result, the fuel consumption performance can be improved more reliably while suppressing damage to the tire side portion 20 .

Moreover, since the convex portion 30 has a plurality of bent portions 40 , the plurality of bent portions 40 can more reliably generate turbulence. In addition, the fact that the convex portion 30 has a plurality of bent portions 40 inevitably increases the total length of the convex portion 30, so that the length of the convex portion 30 is increased, so that the convex portion 30 can ensure a turbulent flow. can be generated. As a result, an increase in air resistance during rotation of the pneumatic tire 1 due to turbulence can be effectively suppressed, and rolling resistance can be reduced more reliably. As a result, the fuel consumption performance can be improved more reliably.

Also, in the convex portion 30, the length C1 of the first extension portion 51 is the length C3 of the third extension portion 53, which is the extension portion 50 other than the second extension portion 52 and the first extension portion 51. is within the range of 3 times or more and 100 times or less, the turbulent flow can be generated more effectively, and the first extension portion 51 can be formed with high precision to ensure the first extension portion 51 can protect the tire side portion 20 and generate turbulence. That is, when the length C1 of the first extension portion 51 is less than three times the length C3 of the third extension portion 53, the length C1 of the first extension portion 51 is too short. Even if 30 is provided, it may be difficult to effectively generate turbulence in the air around the convex portion 30 . In this case, it may be difficult to reduce rolling resistance by suppressing an increase in air resistance during rotation of the pneumatic tire 1 . Further, when the length C1 of the first extension portion 51 is longer than 100 times the length C3 of the third extension portion 53, the length C1 of the first extension portion 51 is too long. It may be difficult to form the first extension portion 51 appropriately during vulcanization molding during manufacture of the tire 1 . In this case, there is a risk that the first extension portion 51 may not be formed in a desired shape, such as partial chipping of the first extension portion 51 , so the tire side portion 20 is protected by the first extension portion 51 . and the effect of generating turbulence may be reduced.

On the other hand, when the length C1 of the first extension portion 51 is within the range of 3 to 100 times the length C3 of the third extension portion 53, the projection having the first extension portion 51 Since the portion 30 can effectively generate a turbulent flow and the first extension portion 51 can be formed with high accuracy, the first extension portion 51 can protect the tire side portion 20 more reliably. or create turbulence. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

Also, in the convex portion 30, the angle θn between the center lines in the width direction of the two extending portions 50 that are continuous through the bent portion 40 is within the range of 90°≦θn≦170°. , while suppressing the occurrence of cracks at all positions of the bent portion 40, the rolling resistance can be more reliably reduced. In other words, if there is a bent portion 40 where the angle θn is less than 90°, the angle formed by the two extension portions 50 that are continuous through the bent portion 40 is too small, so the tire side portion 20 may not move when the vehicle is running. There is a possibility that stress concentration may easily occur in the vicinity of the position of the bent portion 40 due to bending or the like. In this case, cracks may easily occur at the position of the bent portion 40 . In addition, if there is a bent portion 40 with an angle θn exceeding 170°, the angle between the two extending portions 50 that are continuous through the bent portion 40 is too large. Such formation may make it difficult to effectively obtain the effect of generating turbulence. In this case, it becomes difficult to effectively suppress an increase in air resistance when the pneumatic tire 1 rotates, and it may become difficult to reduce the rolling resistance.

On the other hand, when the angle θn is within the range of 90°≦θn≦170°, a plurality of bent portions 40 are formed on the convex portion 30 while suppressing the occurrence of cracks at all positions of the bent portions 40 . The effect of generating turbulence by forming can be effectively obtained, and the rolling resistance can be reduced more reliably. As a result, the fuel consumption performance can be improved more reliably while suppressing damage to the tire side portion 20 .

In addition, since the position of the maximum height portion Hm in the tire radial direction of the convex portion 30 is within the range of 0.40 times or more and 0.60 times or less of the tire section height SH, the turbulent flow generation position can be determined. , can be generated in the vicinity of the center of the tire cross-sectional height SH in the tire radial direction, and the rolling resistance can be reduced more reliably. That is, when the position of the maximum height portion Hm in the tire radial direction is less than 0.40 times the tire section height SH, the position of the maximum height portion Hm in the tire radial direction is the inner side of the tire radial direction. There is a risk of overshoot. Since the turbulent flow generated by the convex portion 30 is more generated near the maximum height portion Hm, if the position of the maximum height portion Hm in the tire radial direction is too inner in the tire radial direction, the turbulent flow generation position is There is a possibility that it may be too inner in the tire radial direction. In this case, it becomes difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1 due to the turbulence, and it may become difficult to reduce the rolling resistance. Further, when the position of the maximum height portion Hm in the tire radial direction is a position exceeding 0.60 times the tire section height SH, the position of the maximum height portion Hm in the tire radial direction is the outer side in the tire radial direction. There is a risk of overshoot. In this case, the position where the turbulence is generated may be too far outside in the tire radial direction, making it difficult to effectively suppress an increase in air resistance when the pneumatic tire 1 rotates due to the turbulence. may be difficult to reduce.

On the other hand, when the position in the tire radial direction of the maximum height portion Hm of the convex portion 30 is within the range of 0.40 times or more and 0.60 times or less of the tire section height SH, the maximum height portion Since the position of Hm in the tire radial direction can be positioned near the center of the tire cross-sectional height SH in the tire radial direction, the turbulent flow is generated near the center of the tire cross-sectional height SH in the tire radial direction. can be made As a result, it is possible to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1 due to the turbulent flow generated by the protrusions 30, and to more reliably reduce the rolling resistance. As a result, the fuel consumption performance can be improved more reliably.

In addition, since the position of the maximum width portion Wm in the tire radial direction of the convex portion 30 is within the range of 0.40 times or more and 0.60 times or less of the tire section height SH, the turbulence generation position is It can be generated near the center of the tire cross-sectional height SH in the tire radial direction, and rolling resistance can be reduced more reliably. That is, when the position of the maximum width portion Wm in the tire radial direction is less than 0.40 times the tire section height SH, the position of the maximum width portion Wm in the tire radial direction may be too inner in the tire radial direction. There is Since the turbulent flow generated by the convex portion 30 is more generated near the maximum width portion Wm, if the position of the maximum width portion Wm in the tire radial direction is too inner in the tire radial direction, the turbulent flow generation position There is a risk of being too inward in the direction. In this case, it becomes difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1 due to the turbulence, and it may become difficult to reduce the rolling resistance. Further, when the position of the maximum width portion Wm in the tire radial direction is a position exceeding 0.60 times the tire section height SH, the position of the maximum width portion Wm in the tire radial direction may be too far outside in the tire radial direction. There is In this case, the position where the turbulence is generated may be too far outside in the tire radial direction, making it difficult to effectively suppress an increase in air resistance when the pneumatic tire 1 rotates due to the turbulence. may be difficult to reduce.

On the other hand, when the position of the maximum width portion Wm of the convex portion 30 in the tire radial direction is within the range of 0.40 times or more and 0.60 times or less of the tire section height SH, the maximum width portion Wm Since the position in the tire radial direction can be positioned near the center of the tire section height SH in the tire radial direction, the turbulent flow generation position can be generated near the center of the tire section height SH in the tire radial direction. can be done. As a result, it is possible to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1 due to the turbulent flow generated by the protrusions 30, and to more reliably reduce the rolling resistance. As a result, the fuel consumption performance can be improved more reliably.

In addition, since the first extending portion 51 of the projecting portion 30 is arranged on the outermost side in the tire radial direction among the plurality of extending portions 50, the projecting portion 30 generates turbulence, thereby increasing the air resistance. can be obtained more effectively. That is, when the pneumatic tire 1 rotates, the peripheral speed increases toward the tire radial direction outer side, so the difference in relative speed between the tire side surface 21 and the surrounding air also increases toward the tire radial direction outer side. . Therefore, by arranging the first extending portion 51 on the outermost side in the tire radial direction, the length C1 should be in the range of 1.0 to 6.0 times the height FH of the arrangeable area PA. Therefore, the first extending portion 51 having a long length in the extending direction can be arranged at a position having a large difference in relative velocity with the surrounding air. As a result, when turbulence is generated by the first extension portion 51, an increase in air resistance during rotation of the pneumatic tire 1 can be more effectively suppressed, and rolling resistance can be more reliably reduced. can do. As a result, the fuel consumption performance can be improved more reliably.

In addition, the convex portion 30 has a distance Dmax between the innermost portion in the tire radial direction and the tire outer diameter portion 25, and a distance Dmin between the outermost portion in the tire radial direction and the tire outer diameter portion 25. is within the range of 1.2 ≤ (Dmax/Dmin) ≤ 3.5. It is possible to facilitate the contact of the convex portion 30 . That is, when the relationship between the distance Dmax and the distance Dmin satisfies (Dmax/Dmin)<1.2, the shape in which the convex portion 30 is arranged becomes close to the shape along the tire circumferential direction. The portion 30 may make it difficult to generate turbulence. In this case, it becomes difficult to suppress an increase in air resistance during rotation of the pneumatic tire 1, and it may become difficult to reduce rolling resistance. Further, when the relationship between the distance Dmax and the distance Dmin satisfies (Dmax/Dmin)>3.5, the inclination of the convex portion 30 in the tire radial direction with respect to the tire circumferential direction may become too large. There is a possibility that the range in which the convex portion 30 is not arranged becomes too large in the direction. In this case, it becomes difficult to bring an obstacle that is likely to come into contact with the tire side surface 21 into contact with the convex portion 30 , and it may become difficult to prevent damage to the tire side portion 20 .

On the other hand, when the relationship between the distance Dmax and the distance Dmin is within the range of 1.2 ≤ (Dmax/Dmin) ≤ 3.5, the convex portion 30 effectively generates turbulence and more reliably Rolling resistance can be greatly reduced, and the convex portion 30 can be easily brought into contact with an obstacle that is likely to come into contact with the tire side surface 21 . As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since the protrusions 30 are formed in a range of 2 to 16 locations on one tire side portion 20, the occurrence of cracks is suppressed and an increase in air resistance during rotation of the pneumatic tire 1 is suppressed. This can be suppressed more reliably, and it is possible to ensure the resistance to trauma caused by the protrusions 30 at more positions on the tire circumference. That is, if the number of protrusions 30 formed on one tire side portion 20 is less than two, the number of protrusions 30 is too small, and there is a risk that the turbulence generated by the protrusions 30 will be too small. . In this case, it may become difficult to suppress an increase in air resistance and reduce rolling resistance when the pneumatic tire 1 rotates due to turbulence. Also, if the number of protrusions 30 formed on one tire side portion 20 is less than two, the number of protrusions 30 is too small. There may be a portion where it is difficult to ensure the resistance to trauma by the portion 30 . Further, if the number of protrusions 30 formed on one tire side portion 20 is more than 16, the number of protrusions 30 is too large, and cracks may easily occur. That is, since the protrusions 30 are formed so as to protrude from the tire side surface 21, they are sites where stress concentration is likely to occur. will increase, and there is a risk that cracks will easily occur due to this.

On the other hand, when the number of protrusions 30 formed on one tire side portion 20 is 2 or more and 16 or less, crack generation is suppressed, and turbulence generated by the protrusions 30 causes the pneumatic tire to crack. It is possible to more reliably suppress an increase in air resistance during one rotation, and to ensure the resistance to trauma caused by the protrusions 30 at more positions on the tire circumference. As a result, while suppressing damage to the tire side portion 20, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since the sum of the angles α of the plurality of protrusions 30 formed on one tire side portion 20 is within the range of 105% or more and 200% or less of the angle 2π of one circumference in the tire circumferential direction. 3, it is possible to prevent the total weight of the protrusions 30 from increasing excessively while ensuring the resistance to damage caused by the protrusions 30 at more positions on the tire circumference. That is, when the sum of the angles α of the plurality of protrusions 30 is less than 105% of the angle 2π of one circumference in the tire circumferential direction, the sum of the angles α of the protrusions 30 is too small. Depending on the arrangement form, there may be a portion on the tire periphery where it is difficult to ensure the resistance to trauma due to the convex portion 30 . In addition, when the sum of the angles α of the plurality of protrusions 30 exceeds 200% of the angle 2π of one circumference in the tire circumferential direction, the sum of the angles α of the protrusions 30 is too large, so the total weight of the protrusions 30 is There is a risk that it will increase too much. In this case, since the weight of the pneumatic tire 1 increases as the total weight of the projections 30 increases, the rolling resistance may deteriorate.

On the other hand, when the sum of the angles α of the plurality of protrusions 30 is within the range of 105% or more and 200% or less of the angle 2π of one circumference in the tire circumferential direction, the protrusions at more positions on the tire circumference By suppressing an excessive increase in the total weight of the protrusions 30 while ensuring the trauma resistance of the portions 30, deterioration of rolling resistance can be suppressed. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, since one or more protrusions 30 are provided at any position on the tire circumference by overlapping at the overlap part 55, at any position on the tire circumference of the tire side surface 21, Trauma resistance due to the projections 30 can be ensured. In addition, since one or more protrusions 30 are arranged at any position on the tire circumference, turbulence is generated by the protrusions 30 at any position on the tire circumference of the tire side surface 21. It is possible to reduce the air resistance more reliably. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, the angle γ in the tire circumferential direction of the range where the overlapping portion 55 extends in the tire circumferential direction of the convex portion 30 is in the range of 0.05≦(γ/α)≦0.30 with respect to the angle α. Therefore, the effect of improving resistance to trauma can be obtained more reliably while suppressing an excessive increase in the weight of the convex portion 30 . That is, when the angle γ of the overlapping portion 55 is (γ/α)<0.05 with respect to the angle α, the length of the overlapping portion 55 in the tire circumferential direction is too short. is provided, it may be difficult to effectively improve the resistance to trauma. If the angle γ of the overlapping portion 55 satisfies (γ/α)>0.30 with respect to the angle α, the length of the overlapping portion 55 in the tire circumferential direction is too long. There is a danger that the weight will increase too much. In this case, since the weight of the pneumatic tire 1 increases as the weight of the protrusion 30 increases, the rolling resistance may deteriorate.

On the other hand, when the angle γ of the overlapping portion 55 is within the range of 0.05≦(γ/α)≦0.30 with respect to the angle α, the weight of the convex portion 30 is excessively increased. By suppressing the rolling resistance, the deterioration of the rolling resistance can be suppressed, and the effect of improving the trauma resistance by providing the overlap portion 55 can be obtained more reliably. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

In addition, the relationship between the maximum distance Pmax and the minimum distance Pmin in the tire direction between overlapping portions of the convex portion 30 in the overlap portion 55 is within the range of 1.0≦(Pmax/Pmin)≦2.0. Therefore, the effect of suppressing the air resistance by providing the convex portion 30 can be obtained more reliably. That is, when the relationship between the maximum distance Pmax and the minimum distance Pmin is (Pmax/Pmin)>2.0, the change in the distance in the tire radial direction between the two convex portions 30 that overlap at the overlap portion 55 is too large, new turbulence may occur in the flow of air passing through the convex portions 30 . In this case, in addition to the air turbulence generated by providing the protrusions 30, new turbulence is generated, and there is a concern that the effect of suppressing air resistance by providing the protrusions 30 may be reduced.

On the other hand, when the relationship between the maximum distance Pmax and the minimum distance Pmin is within the range of 1.0≦(Pmax/Pmin)≦2.0, the two convex portions 30 overlapping at the overlapping portion 55 It is possible to bring them closer to each other in parallel, and the effect of suppressing air resistance by providing the protrusions 30 can be obtained more reliably. As a result, the fuel consumption performance can be improved more reliably.

Further, since the convex portion 30 is formed straddling the tire maximum width position W on the tire side surface 21 in the tire radial direction, the position where the turbulent flow is generated by the convex portion 30 can be more reliably determined by the tire cross-sectional height in the tire radial direction. It can be near the center of the height SH. As a result, the rolling resistance can be more reliably reduced by the turbulent flow generated by the protrusions 30 . As a result, the fuel consumption performance can be improved more reliably.

In addition, since the convex portion 30 is formed on the tire side portion 20 on the outer side in the mounting direction of the vehicle, it is possible to more effectively improve the resistance to external damage and the fuel efficiency. That is, the tire side surface 21 on the outside in the vehicle mounting direction is a portion that constitutes the appearance of the vehicle, and is therefore likely to come into contact with obstacles such as curbs. Therefore, by forming the convex portion 30 on the tire side surface 21 on the outer side in the vehicle mounting direction, the tire side surface 21 on the outer side in the vehicle mounting direction, which tends to come into contact with obstacles such as curbs, is more reliably protected by the convex portion 30 . can do. In addition, since the entire tire side surface 21 on the outside in the vehicle mounting direction faces the outside of the vehicle, the tire side surface 21 is likely to directly receive the flow of air during running of the vehicle. Therefore, by forming the convex portion 30 on the tire side surface 21 on the outer side in the vehicle mounting direction, effective turbulence can be generated at a position where the air flow is likely to be received during running of the vehicle, and the pneumatic tire can be effectively turbulent. It is possible to effectively suppress an increase in air resistance during one rotation and more reliably reduce rolling resistance. As a result, it is possible to more reliably achieve both resistance to trauma and fuel efficiency.

[Modification]
In the pneumatic tire 1 according to the above-described embodiment, two bent portions 40 are formed in one convex portion 30, but the number of bent portions 40 may be other than two. FIG. 16 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a case where the convex portion 30 has one bent portion 40 . FIG. 17 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a case in which the convex portion 30 has three bent portions 40 . For example, one convex portion 30 may have one bending portion 40 as shown in FIG. 16, or three bending portions 40 as shown in FIG. That is, as shown in FIG. 16, the extending portion 50 formed by the bending portion 40 on the one convex portion 30 is divided into the first extending portion 51 and the second extending portion 52 by the bending portion 40 at one location. may be partitioned, and as shown in FIG. 54 may be partitioned. Regardless of the number of bent portions 40 , the convex portions 30 can easily generate turbulence at the positions of the bent portions 40 by forming the bent portions 40 . As a result, an increase in air resistance during rotation of the pneumatic tire 1 due to turbulence can be effectively suppressed, rolling resistance can be more reliably reduced, and fuel efficiency can be improved.

Further, in the pneumatic tire 1 according to the above-described embodiment, the first extending portion 51 having the longest length among the plurality of extending portions 50 included in one convex portion 30 is positioned furthest outward in the tire radial direction. However, the first extending portion 51 does not have to be positioned on the outermost side in the tire radial direction. FIG. 18 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a case where the first extension portion 51 is located inside the second extension portion 52 in the tire radial direction. For example, as shown in FIG. 18, the extension portion 50 formed on one convex portion 30 has a first extension portion 51 which is the extension portion 50 having the longest length among the plurality of extension portions 50. , may be located inside the second extending portion 52 in the tire radial direction. In the convex portion 30, the length C1 of the first extension portion 51 is 5 times or more and 100 times or less the length C2 of the second extension portion 52 regardless of the position of the first extension portion 51 in the tire radial direction. By being within the range of , the convex portion 30 can effectively generate turbulent flow, and the first extension portion 51 can more reliably protect the tire side portion 20 and generate turbulent flow. can be Thereby, both trauma resistance and fuel efficiency can be achieved.

In addition, in the pneumatic tire 1 according to the above-described embodiment, the extension portions 50 continuous through the bent portion 40 of the convex portion 30 are arranged one by one on both sides of the bent portion 40 in the extending direction of the convex portion 30. However, the number of extending portions 50 located on both sides of the bent portion 40 in the extending direction of the convex portion 30 may be other than one. FIG. 19 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a convex portion 30 in which the extension portion 50 is bifurcated from the bent portion 40 . The convex portion 30 may be formed by continuously forming one extension portion 50 and a plurality of extension portions 50 via the bent portions 40 . For example, as shown in FIG. 19 , the convex portion 30 is formed by bifurcating the extension portion 50 from the bent portion 40 so that one extension portion 50 and two extension portions 50 are It may be formed continuously via the bent portion 40 . At that time, when there are two second extension portions 52 which are the extension portions 50 continuous from the first extension portion 51 via the bent portion 40, the first extension portion 51 and the second extension portion 52 In the comparison of the lengths of the two second extension portions 52, the second extension portion 52 and the first extension portion 51 on the shorter side are compared.

That is, in the case where two second extension portions 52 are provided that are continuous from the first extension portion 51 via the bent portion 40, the two second extension portions 52 each have a relatively long length. When the side second extension portion 52L and the short side second extension portion 52S having a relatively short length are provided, the first extension portion 51 is long between the short side second extension portion 52S. to compare. That is, when the two second extension portions 52 have the long side second extension portion 52L and the short side second extension portion 52S, the first extension portion 51 is the first extension portion 51 The length C1 may be within a range of 5 times or more and 100 times or less as long as the length C2 of the short side second extension portion 52S. Even when two second extension portions 52 are provided continuously from the first extension portion 51 via the bent portion 40, the length C1 of the first extension portion 51 is equal to that of the short side second extension portion 52S. When the length is within the range of 5 times or more and 100 times or less of the length C2, an increase in air resistance can be suppressed, rolling resistance can be reduced, and trauma resistance can be improved.

Further, in the pneumatic tire 1 according to the above-described embodiment, among the plurality of extension portions 50, the extension portion average height of the second extension portion 52, which is the highest extension portion 56, is the highest. The extension portion average height of the extension portion 51 and the third extension portion 53 is lower than that of the second extension portion 52. In any case, it is preferred that the extensions 50 further from the highest extension 56 have a lower extension average height. FIG. 20 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of an average height of extension portions of a plurality of extension portions 50 of a convex portion 30 having four bent portions 40. FIG. . For example, when four bent portions 40 are formed in one convex portion 30 and five extended portions 50 are defined by the bent portions 40, the highest extended portion 56 is the length of the five extended portions 50. Among them, as shown in FIG. 20 , when the extending portion 50 is located at the center in the direction in which the extending portions 50 are arranged, the extending portion average height of the extending portions 50 other than the highest extending portion 56 is the highest. Preferably, the distance from the extension 56 is lower.

Specifically, in the convex portion 30 shown in FIG. 20 , the extending portion 50 positioned at the center in the direction in which the extending portions 50 are arranged has a maximum height portion Hm, which is the highest portion of the convex portion 30 . Accordingly, the extension 50 is provided as the highest extension 56 . Further, among the plurality of extension portions 50, the extension portion 50 continuous from the highest extension portion 56 via the bent portion 40 is provided as an adjacent extension portion 57, and the adjacent extension portion 57 is an extension portion. The average height of the existing portion is lower than the average height of the extension portion of the highest extension portion 56 . Furthermore, in the convex portion 30 shown in FIG. 20 , among the plurality of extension portions 50 , the extension portion 50 located on the side opposite to the side where the highest extension portion 56 is located when viewed from the adjacent extension portion 57 The average height of the existing portion is equal to or lower than the average height of the extension portion of the adjacent extension portion 57 . In other words, the plurality of extension portions 50 from the adjacent extension portion 57 to the extension portion 50 positioned at the end in the extension direction of the projection portion 30 have an extension portion average height equal to that of the adjacent extension portion. The height is equal to or less than the average height of the extending portion of the existing portion 57 .

The height of the convex portion 30 decreases with distance from the highest extension portion 56 in the direction in which the convex portion 30 extends, so that the height from the tire side surface 21 changes while the convex portion 30 generates turbulence. is made as gentle as possible, an excessive increase in air resistance due to the provision of the projections 30 can be suppressed. As a result, an increase in air resistance during rotation of the pneumatic tire 1 can be more reliably suppressed, and rolling resistance can be more reliably reduced. As a result, the fuel consumption performance can be improved more reliably.

As described above, regardless of the number of bent portions 40, the height Hc of the extension portion 50 positioned radially outside of the maximum extension portion 56 is at least equal to the height of the maximum extension portion 56. It is preferable that the height Hc is lower than the height Hc, and the height Hc of the extension portion 50 located radially inward of the highest extension portion 56 is also preferably lower than the height Hc of the highest extension portion 56 . At this time, it is preferable that the height Hc of the convex portion 30 gradually decreases from the maximum height portion Hm toward the tire radial direction outer side or from the maximum height portion Hm toward the tire radial direction inner side.

Further, the width Wc of the protrusion 30 is within a predetermined range or The entire range of 50 may be formed with the width Wc of the widest portion Wm. In addition, among the plurality of extension portions 50, the extension portion 50 outside the extension portion 50 having the maximum width portion Wm of the projection portion 30 in the tire radial direction has a width Wc equal to the maximum width portion Wm. and the width Wc of the extending portion 50 radially inward of the extending portion 50 having the maximum width Wm is preferably narrower than the width Wc of the extending portion 50 having the maximum width Wm. More preferably, it is narrower than the width Wc of the portion 50 .

Further, in the pneumatic tire 1 according to the above-described embodiment, the cross-sectional shape of the convex portion 30 when viewed in the extending direction of the convex portion 30 is a substantially rectangular shape whose longitudinal direction is the height direction of the convex portion 30. However, the convex portion 30 may be formed in a shape other than this. FIG. 21 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion 30 is formed in a laterally long rectangular shape. FIG. 22 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion 30 is formed in a trapezoidal shape. FIG. 23 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion 30 is formed in a triangular shape. The cross-sectional shape of the protrusion 30 when viewed in the extending direction of the protrusion 30 may be, for example, a substantially rectangular shape in which the width direction of the protrusion 30 is the longitudinal direction, as shown in FIG. good. Further, the width of the convex portion 30 may vary depending on the position in the height direction from the tire side surface 21. Therefore, the cross-sectional shape of the convex portion 30 is, for example, as shown in FIG. It may be formed in a substantially trapezoidal shape whose width becomes narrower with increasing distance from the surface 21, or may be formed in a substantially triangular shape as shown in FIG.

As described above, the cross-sectional shape of the convex portion 30 may be any shape as long as it can protrude from the tire side surface 21 and generate turbulent flow. Moreover, the convex portion 30 may not have the same shape depending on the position in the extending direction of the convex portion 30 , and may have different cross-sectional shapes depending on the position in the extending direction of the convex portion 30 .

FIG. 24 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a case where the arc portion 35 is formed at the base of the convex portion 30. FIG. 24 is formed at the portion of the convex portion 30 connected to the tire side surface 21, that is, at the root portion of the convex portion 30, in order to reduce stress concentration and for manufacturing convenience. In this case, it is preferable that the width Wc of the convex portion 30 includes the arc portion 35 as well. By defining the width of the convex portion 30 with the width including the arc portion 35 as the width Wc of the convex portion 30, the shape of the convex portion 30 can be made more appropriate in consideration of reduction of stress concentration and manufacturing convenience. can be made into

Further, in the pneumatic tire 1 according to the above-described embodiment, the convex portion 30 is formed on the tire side portion 20 on the outer side in the vehicle mounting direction, but the convex portion 30 is formed on the tire side portion 20 on the inner side in the vehicle mounting direction. In other words, the protrusions 30 may be formed on the tire side surfaces 21 of the tire side portions 20 on both sides in the tire width direction. By forming the protrusions 30 on the tire side surfaces 21 on both sides in the tire width direction, the tire side surfaces 21 on both sides in the tire width direction can be protected by the protrusions 30, and air resistance during rotation of the pneumatic tire 1 can be reduced. can be suppressed by the tire side surfaces 21 on both sides in the tire width direction, and rolling resistance can be reduced more reliably. This makes it possible to more reliably achieve both resistance to trauma and fuel efficiency.

Alternatively, the convex portion 30 may be formed only on the tire side surface 21 on the inner side in the vehicle mounting direction. Since the tire side surface 21 on the inner side in the mounting direction of the vehicle does not face the outer side of the vehicle, it is difficult to see from the outside of the vehicle. Therefore, when the convex portion 30 is formed on the tire side surface 21 on the inner side in the vehicle mounting direction, the convex portion 30 is also difficult to visually recognize. Accordingly, by forming the convex portion 30 on the tire side surface 21 on the inner side in the mounting direction of the vehicle, both resistance to external damage and fuel efficiency can be achieved without affecting the appearance of the vehicle.

As described above, depending on the tire side portion 20 in which the convex portion 30 is provided, the obtained secondary effect is different. may be formed in at least one tire side portion 20 among the tire side portions 20 located in the .

Further, in the pneumatic tire 1 according to the above-described embodiment, the virtual circle Vc (see FIG. 8) and , a virtual circle Vc (see FIG. 9) used when comparing the inclinations of the extending portions 50, and a virtual circle Vc used when defining that the first extending portion 51 and the third extending portion 53 are substantially parallel. The circle Vp (see FIG. 13) has a radius equal to half the length of the shorter extension portion 50 among the extension portions 50 to be compared. Vp may be of other magnitudes. For the virtual circle Vc and the virtual circle Vp, a circle with a preset radius, such as a circle with a radius of 10 mm, may be used. As the virtual circle Vc and the virtual circle Vp, it is preferable to use appropriate circles according to the size and shape of the convex portion 30 .

In addition, in the pneumatic tire 1 according to the above-described embodiment, the plurality of protrusions 30 and the first extending portions 51 formed on one tire side surface 21 are arranged in the direction of the tire in a predetermined direction in the tire circumferential direction. Although the directions of inclination in the radial direction are all the same, the directions of inclination of the convex portions 30 and the first extension portions 51 may not be the same. For example, the plurality of protrusions 30 formed on one tire side surface 21 may be inclined in the tire radial direction when heading in a predetermined direction in the tire circumferential direction between adjacent protrusions 30 in the tire circumferential direction. , may be opposite to each other. That is, the plurality of protrusions 30 formed on one tire side surface 21 are arranged such that the protrusions 30 adjacent to each other in the tire circumferential direction have opposite inclination directions, so that the protrusions 30 adjacent to each other in the tire circumferential direction They may be arranged in an inverted V shape. To appropriately generate turbulent flow by the protrusions 30 even when the pneumatic tire 1 rotates in either direction by slanting directions of the protrusions 30 in the tire radial direction with respect to the tire circumferential direction being opposite to each other. It is possible to suppress an increase in air resistance and reduce rolling resistance. As a result, fuel consumption performance can be improved regardless of the rotation direction of the pneumatic tire 1 .

[Example]
25A to 25D are charts showing the results of performance evaluation tests for pneumatic tires. Below, the performance of the pneumatic tire 1 of the conventional example, the pneumatic tire 1 according to the present invention, and the pneumatic tire of the comparative example for comparison with the pneumatic tire 1 according to the present invention. The evaluation test will be explained. Performance evaluation tests were conducted for fuel consumption performance and trauma resistance.

In the performance evaluation test, a pneumatic tire 1 having a tire nominal size specified by JATMA of 205/55R16 size was mounted on a JATMA standard rim wheel with a rim size of 16 × 6.5J, and the air pressure was adjusted to 230 kPa. The test tire was mounted on an evaluation vehicle having a displacement of 2000 cc, and the evaluation vehicle was run.

As for the evaluation method for each test item, the fuel consumption performance was measured by running a test vehicle equipped with test tires for 50 laps at 100 km/h on a test course with a total length of 2 km, and measuring the fuel consumption during the test run. . The fuel consumption performance was expressed as an index, with the reciprocal of the measured fuel consumption set to 100 for the conventional example described later. A higher value indicates less fuel consumption and better fuel efficiency.

In addition, with respect to the resistance to trauma, the evaluation vehicle equipped with the test tire was allowed to collide with the tire at an approach angle of 45 ° and an approach speed of 10 km / h against a curb with a height of 100 mm, and the approach speed was gradually increased from 10 km / h. and measured the approach speed at which the tire bursts. The resistance to trauma was indicated by indexing the approach speed to burst, with the conventional example described later being 100. The larger this value, the more difficult it is for bursts to occur, indicating that the resistance to trauma is excellent.

In the performance evaluation test, a pneumatic tire of a conventional example, which is an example of a conventional pneumatic tire, Examples 1 to 24, which is a pneumatic tire 1 according to the present invention, and a pneumatic tire according to the present invention. Twenty-eight types of pneumatic tires including Comparative Examples 1 to 3, which are pneumatic tires, were tested. Of these, the pneumatic tire of the conventional example has the convex portion 30 formed on the tire side portion 20 , but the convex portion 30 does not have the bent portion 40 . Further, in the pneumatic tires of Comparative Examples 1 to 3, the convex portion 30 has the bent portion 40, but in Comparative Examples 1 and 2, the length C1 of the first extension portion 51 is less than that of the second extension portion. In Comparative Example 3, the thickness Ga of the tire side portion 20 at the maximum tire width position W is not within the range of 2 mm or more and 9 mm or less. is not.

On the other hand, in Examples 1 to 24, which are examples of the pneumatic tire 1 according to the present invention, the length C1 of the first extending portion 51 of the convex portion 30 is equal to the length C1 of the second extending portion 52 . The thickness Ga of the tire side portion 20 at the tire maximum width position W is in the range of 2 mm to 9 mm. Furthermore, in the pneumatic tires 1 according to Examples 1 to 24, the length C1 of the first extension portion 51 with respect to 70% of the tire section height SH and the length of the convex portion 30 with respect to 70% of the tire section height SH height C0, maximum height with respect to the maximum width of the first extension portion 51, maximum width of the first extension portion 51, whether the height of the first extension portion 51 decreases toward the outside in the tire radial direction, Whether or not the width of the extending portion 50 changes at the position straddling the bent portion 40, and the inclination of the first extending portion 51 in the tire radial direction when moving from the first arrival side to the last arrival side in the rotational direction of the pneumatic tire 1 direction, angle θ1 between first extension portion 51 and second extension portion 52, number of bent portions 40, length C1 of first extension portion 51 relative to length C3 of third extension portion 53, The angle formed by the second extending portion 52 and the third extending portion 53, the position in the tire radial direction of the maximum height portion of the protrusion 30 with respect to the tire section height SH, the maximum width of the protrusion 30 with respect to the tire section height SH The position of the portion in the tire radial direction, the arrangement position of the first extending portion 51 in the tire radial direction, and the distance Dmax/distance Dmin are different.

As a result of performing a performance evaluation test using these pneumatic tires 1, as shown in FIGS. It has been found that both performance with trauma can be improved. That is, the pneumatic tires 1 according to Examples 1 to 24 can achieve both resistance to trauma and fuel efficiency.

1 pneumatic tire 2 tread portion 3 shoulder portion 4 sidewall portion 5 bead portion 6 carcass layer 7 belt layer 10 ground contact surface 11 bead core 12 bead filler 14 bead heel 16 circumferential groove 18 tread rubber 20 tire side portion 21 tire side surface 25 tire Outer diameter portion 30 Protruding portion 31 End portion 35 Arc portion 40 Bending portion 50 Extension portion 51 First extension portion 51a End portion 51c Center line 52 Second extension portion 52c Center line 53 Third extension portion 53a End portion 53c Center line 54 Fourth extension 55 Overlap 56 Highest extension 57 Adjacent extension

Claims (17)

A plurality of protrusions formed on at least one of the tire side portions positioned on both sides in the tire width direction and projecting from the tire side surface, which is the surface of the tire side portion, and extending along the tire side surface. Equipped with a convex part,
The convex portion has at least one bent portion at a position where the direction in which the convex portion extends changes, and has a plurality of extension portions partitioned by the bent portion,
The first extension portion, which is the extension portion having the longest length among the plurality of extension portions, is the extension portion whose length is continuous from the first extension portion via the bent portion. Within a range of 5 times or more and 100 times or less the length of a certain second extension,
A pneumatic tire, wherein the tire side portion has a thickness within a range of 2 mm or more and 9 mm or less at the tire maximum width position. The pneumatic tire according to claim 1, wherein the first extending portion has a length in the range of 1.0 to 6.0 times 70% of the tire section height. The pneumatic tire according to claim 1 or 2, wherein the projection has a length in the range of 1.5 times or more and 7.0 times or less of 70% of the tire section height. The air according to any one of claims 1 to 3, wherein the maximum height of the first extension portion is in the range of 1.1 to 5.0 times the maximum width of the first extension portion. entered tire. The pneumatic tire according to any one of claims 1 to 4, wherein the first extending portion has a maximum width within a range of 1.0 mm or more and 3.0 mm or less. The pneumatic tire according to any one of claims 1 to 5, wherein the first extension portion has a height from the tire side surface that decreases toward the tire radial direction outer side. The pneumatic tire according to any one of claims 1 to 6, wherein the plurality of extension portions have widths that change at positions straddling the bent portions. The pneumatic tire is mounted on the vehicle so as to rotate in a specified rotational direction around a rotation axis when the vehicle moves forward,
8. The first extending portion according to any one of claims 1 to 7, wherein the first extending portion is inclined with respect to the tire circumferential direction from the inner side to the outer side in the tire radial direction as it goes from the first arrival side to the last arrival side in the rotational direction. The pneumatic tire described in . In the convex portion, an angle θ1 between a center line of the first extension portion in the width direction and a center line of the second extension portion in the width direction is within the range of 90°≦θ1≦170°. The pneumatic tire according to any one of claims 1-8. The pneumatic tire according to any one of claims 1 to 9, wherein the convex portion has a plurality of bent portions. The length of the first extending portion of the convex portion is
11. Any one of claims 1 to 10, wherein the length of the extension portion other than the second extension portion and the first extension portion out of the plurality of extension portions is within a range of 3 times or more and 100 times or less. 1. The pneumatic tire according to 1. 2. The protrusion has an angle θn formed between center lines in the width direction of the two extending portions that are continuous through the bent portion, and the angle θn is within the range of 90°≦θn≦170°. 12. The pneumatic tire according to any one of 11. 2. A position in the tire radial direction of a portion having the highest height from the tire side surface of the convex portion is within a range of 0.40 times or more and 0.60 times or less of the tire cross-sectional height. 13. The pneumatic tire according to any one of items 1 to 12. According to any one of claims 1 to 13, the convex portion has a maximum width position in the tire radial direction within a range of 0.40 times or more and 0.60 times or less of the tire cross-sectional height. Pneumatic tires as described. The pneumatic tire according to any one of Claims 1 to 14, wherein the first extension portion is arranged most outward in the tire radial direction among the plurality of extension portions. The convex portion is
a distance Dmax in the tire radial direction between the innermost portion of the convex portion in the tire radial direction and the tire outer diameter portion;
The relationship between the outermost portion of the convex portion in the tire radial direction and the distance Dmin in the tire radial direction from the tire outer diameter portion is
The pneumatic tire according to any one of claims 1 to 15, wherein 1.2 ≤ (Dmax/Dmin) ≤ 3.5. The pneumatic tire according to any one of claims 1 to 16, wherein the convex portions are formed in a range of 2 or more and 16 or less on one tire side portion.

Images