JP7348498B2 - pneumatic tires - Google Patents

Description

The present invention relates to pneumatic tires.

In recent years, a technology has been proposed in which convex fins are provided on the side portions of tires for the purpose of improving fuel efficiency through heat dissipation and aerodynamic effects. For example, in Patent Documents 1 to 5, convex fins are provided on the side of the tire, and the position and shape of the fins are modified to reduce temperature (Patent Document 1) and improve fuel efficiency (Patent Document 2). , aiming to improve aerodynamic performance (Patent Document 3), improve vehicle running performance (Patent Document 4), and reduce air resistance (Patent Document 5).

Patent No. 5147324 Patent No. 5849572 Japanese Patent Application Publication No. 2013-18474 Japanese Patent Application Publication No. 2015-212117 International Publication No. 2016/181940

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

On the other hand, if you reduce the size of the fins in order to suppress the increase in mass, it becomes difficult to obtain sufficient aerodynamic effects and it becomes difficult to generate turbulence, so this also has the effect of improving fuel efficiency. becomes difficult to obtain. Furthermore, if large fins are provided for the purpose of improving fuel efficiency and the thickness of the tire side portion is made thinner in order to suppress an increase in mass, the trauma resistance tends to deteriorate. As described above, it has been extremely difficult to effectively improve fuel efficiency without deteriorating trauma resistance.

The present invention has been made in view of the above, and an object of the present invention is to provide a pneumatic tire that is capable of achieving both trauma resistance and fuel efficiency.

In order to solve the above-mentioned problems and achieve the objects, a pneumatic tire according to the present invention is provided with a pneumatic tire formed in at least one of the tire side parts located on both sides in the tire width direction, a plurality of convex portions that protrude from a tire side surface that is a surface of the tire side surface and extend along the tire side surface; The tire side portion is characterized in that the thickness at the tire maximum width position is within a range of 2 mm or more and 9 mm or less.

Further, in the pneumatic tire, the length of the convex portion is preferably within a range of 1.5 times or more and 7.0 times or less of 70% of the tire cross-sectional height.

Further, in the pneumatic tire, the convex portion has at least one bent portion where the extending direction of the convex portion changes, and a plurality of extending portions defined by the bent portion. , one of the extension parts is formed with one size of curvature, and the first extension part, which is the longest extension part among the plurality of extension parts, has a length equal to the cross section of the tire. It is preferably within the range of 1.0 times or more and 6.0 times or less of 70% of the height.

Further, in the pneumatic tire, the convex portion has at least one bent portion where the extending direction of the convex portion changes, and a plurality of extending portions defined by the bent portion. , one of the extension parts is formed with one size of curvature, and the first extension part, which is the longest extension part among the plurality of extension parts, has a length equal to the length of the first extension part. It is preferable that the length be within a range of 1.5 times or more and 30 times or less the length of the second extending portion that is continuous from the first extending portion via the bent portion.

Further, in the pneumatic tire, the plurality of extending portions have a plurality of curved extending portions each having a curvature larger than 0 and having different curvature sizes, and the first extending portion is It is preferable that the curved extending portion is formed of a curved extending portion and is formed by the curved extending portion having the smallest curvature among the plurality of curved extending portions.

Further, in the above pneumatic tire, it is preferable that the first extension portion has a radius of curvature within a range of 50% or more and 200% or less of the radius of curvature of the outer diameter portion of the tire.

In the pneumatic tire, the first extending portion has a radius of curvature that is 1.2 or more times the radius of curvature of the curved extending portion having the smallest radius of curvature among the plurality of curved extending portions. It is preferable that it is within the range of 0 times or less.

Further, in the pneumatic tire described above, it is preferable that the center of the radius of curvature of the first extending portion be located inside in the tire radial direction with respect to the first extending portion.

Moreover, in the above pneumatic tire, it is preferable that the maximum height of the first extending part is in a range of 1.1 times or more and 5.0 times or less of the maximum width of the first extending part.

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

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

Further, in the pneumatic tire, it is preferable that the plurality of extension portions have a width that changes at a position where they straddle the bending portion.

Further, in the pneumatic tire, the pneumatic tire is mounted on the vehicle so as to rotate in a designated rotational direction about a rotational axis when the vehicle moves forward, and the first extending portion is configured to rotate the rotational axis. It is preferable that the tire be 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 arriving side to the last arriving side in the tire direction.

Further, in the pneumatic tire, the convex portion includes a center line in the width direction of the first extending portion and a second extending portion that is continuous from the first extending portion via the bent portion. It is preferable that the angle θ1 between the extending portion and the center line in the width direction is within the range of 90°≦θ1≦170°.

Further, 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 has a length of the first extending portion that is continuous from the first extending portion through the bent portion among the plurality of extending portions. It is preferable that the length is within a range of 1.2 times or more and 25 times or less of the length of the second extending portion and the extending portion other than the first extending portion.

Further, in the pneumatic tire, the convex portion has an angle θn between center lines in the width direction of the two extending portions that are continuous via the bent portion, and an angle θn of 90°≦θn≦170°. It is preferable that it is within the range of .

The pneumatic tire according to the present invention has the effect of being able to achieve both trauma resistance and fuel efficiency.

FIG. 1 is a tire meridional cross-sectional view showing essential parts 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. FIG. 3 is a view taken along the line AA in FIG. 2. FIG. 4 is a detailed view of part B in FIG. 3. FIG. 5 is a detailed view of part B in FIG. 3, and is an explanatory diagram of the positions where the convex portions are arranged. FIG. 6 is a detailed view of part B in FIG. 3, and is an explanatory diagram of the placement position of the convex portion with respect to the placement possible area. FIG. 7 is a detailed view of the convex portion shown in FIG. 5. FIG. 8 is an explanatory diagram of the angle θ1 between the center line of the first extending portion and the center line of the second extending portion shown in FIG. 7. FIG. 9 is an explanatory diagram for comparing the inclinations of the extending portions shown in FIG. 7. FIG. 10A is a cross-sectional view taken along the line D1-D1 in FIG. FIG. 10B is a sectional view taken along line D2-D2 in FIG. FIG. 10C is a sectional view taken along line 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 the substantially parallel relationship between the first extending portion and the third extending portion. FIG. 14 is an explanatory diagram of an overlapping portion between adjacent convex portions. FIG. 15 is a detailed view of the overlap portion shown in FIG. 14. FIG. 16 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the convex portion has one bent portion. FIG. 17 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the convex portion has three bent portions. FIG. 18 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in a case where the first extending portion is located inside the second extending portion in the tire radial direction. FIG. 19 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of the average height of the extending portions of the plurality of extending portions of the convex portion having four bent portions. FIG. 20 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion is formed in a horizontally long rectangular shape. FIG. 21 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion is formed in a trapezoidal shape. FIG. 22 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the cross-sectional shape of the convex portion is formed in a triangular shape. FIG. 23 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which an arcuate portion is formed at the base of the convex portion. FIG. 24A is a chart showing the results of a pneumatic tire performance evaluation test. FIG. 24B is a chart showing the results of a pneumatic tire performance evaluation test. FIG. 24C is a chart showing the results of a pneumatic tire performance evaluation test. FIG. 24D is a chart showing the results of a pneumatic tire performance evaluation test.

DESCRIPTION OF EMBODIMENTS Below, embodiments of a pneumatic tire according to the present invention will be described in detail based on the drawings. Note that the present invention is not limited to this embodiment. Further, the constituent elements in the embodiments described below 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 perpendicular to the rotation axis (not shown) of the pneumatic tire 1, the tire radial inner side refers to the side facing the rotation axis in the tire radial direction, and the tire radial outer side refers to the side facing the rotation axis in the tire radial direction. refers to the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the rotational axis, the inside in the tire width direction is the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the outside in the tire width direction is the side in the tire width direction. Refers to the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is perpendicular to the rotation axis of the pneumatic tire 1 and passes through the center of the tire width of the pneumatic tire 1. The center line in the tire width direction, which is the position, and the position in the tire width direction match. The tire width is the width in the tire width direction between the outermost parts in the tire width direction, excluding the protrusions 30 (see FIG. 1), which will be described later. In other words, the width in the tire width direction excluding the protrusions 30 This is the distance between the parts furthest from CL. The tire equator line refers to a line located on the tire equatorial plane CL and along the tire circumferential direction of the pneumatic tire 1. Furthermore, in the following description, a tire meridian section refers to a cross section when the tire is cut along a plane that includes the tire rotation axis.

FIG. 1 is a tire meridional cross-sectional view showing essential parts of a pneumatic tire 1 according to an embodiment. The pneumatic tire 1 shown in FIG. 1 has a specified mounting direction on a vehicle, that is, a direction when the pneumatic tire 1 is mounted on a vehicle. That is, in the pneumatic tire 1 shown in FIG. 1, the side facing inward of the vehicle when mounted on a vehicle is the inner side in the vehicle mounting direction, and the side facing outside the vehicle when mounted on the vehicle is the outer side in the vehicle mounting direction. Note that the designation of the inside vehicle mounting direction and the outside vehicle mounting direction is not limited to the case where the device is mounted on a vehicle. For example, when the pneumatic tire 1 is assembled with a rim, the orientation of the rim relative to the inside and outside of the vehicle in the tire width direction is determined. The mounting direction relative to the outside is specified. Furthermore, the pneumatic tire 1 has a mounting direction display section (not shown) that indicates the mounting direction on the vehicle. The mounting direction display section is constituted by, for example, a mark or unevenness attached to the sidewall section 4 of the tire. For example, ECER 30 (European Economic Commission Regulation Article 30) requires that a mounting direction display section be provided on the sidewall portion 4 which is on the outside in the vehicle mounting direction when mounted on a vehicle. Further, the pneumatic tire 1 according to the present embodiment is a pneumatic tire 1 mainly used for passenger cars.

Furthermore, the pneumatic tire 1 according to the present embodiment is a pneumatic tire 1 in which the direction of rotation is specified when mounted on a vehicle, that is, the direction of rotation is specified around the rotation axis when the vehicle moves forward. The pneumatic tire 1 is mounted on a vehicle so as to rotate. Furthermore, the pneumatic tire 1 has a rotation direction display section (not shown) that indicates the rotation direction. The rotation direction display section is constituted by, for example, a mark or unevenness attached to the sidewall section 4 of the tire. In the following explanation, the first-come-first-served side in the tire rotation direction is the rotation direction side when the pneumatic tire 1 is rotated in a specified direction, and the pneumatic tire 1 is mounted on a vehicle and rotated in the specified direction. In this case, this is the side that touches the road first or leaves the road 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 specified direction, and the pneumatic tire 1 is mounted on a vehicle and rotated in the specified direction. In this case, this is the side that touches the road surface after the part located on the first arrival side, or leaves the road surface after the part located on the first arrival side.

The pneumatic tire 1 according to the present embodiment includes a tread portion 2, shoulder portions 3 on both sides of the tread portion 2, and sidewall portions 4 and bead portions 5 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 a meridional section of the tire, and is the outermost portion in the tire radial direction of the pneumatic tire 1. The outer peripheral surface becomes the outline of the pneumatic tire 1. The outer circumferential surface of the tread portion 2 is formed as a contact surface 10 which is a surface that can mainly come into contact with the road surface during running, and the contact surface 10 includes circumferential grooves 16 extending in the tire circumferential direction and lugs extending in the tire width direction. A plurality of grooves such as grooves (not shown) are formed. Further, the tread portion 2 includes tread rubber 18 which 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. Further, the sidewall portions 4 are located inside the shoulder portion 3 in the tire radial direction, and a pair are disposed on both sides in the tire width direction. That is, the pair of sidewall parts 4 are arranged on both sides of the tread part 2 in the tire width direction. In other words, the sidewall parts 4 are arranged in two places on both sides of the pneumatic tire 1 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 meridional section of the tire, and is exposed at the outermost side in the tire width direction in the pneumatic tire 1. It's a part.

Furthermore, the bead portions 5 are disposed on the inner side of each of the pair of sidewall portions 4 in the tire radial direction, and similarly to the sidewall portions 4, the bead portions 5 are disposed on both sides of the tire equatorial plane CL in the tire width direction. has been done. Further, each bead portion 5 includes 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 disposed in a space formed by folding back the tire width direction end portion of the carcass layer 6 at the bead core 11 position.

These sidewall portions 4 and bead portions 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 the area between the radially inner position of the tread rubber 18 and the bead heel 14, which is the outer end of the inner peripheral surface of the bead portion 5 in the tire width direction. .

In the carcass layer 6, each end in the tire width direction is folded back from the inner side in the tire width direction to the outer side in the tire width direction by a pair of bead cores 11, and is wrapped around in a toroidal shape in the tire circumferential direction to form the frame of the tire. It is something. The carcass layer 6 includes a plurality of carcass cords (not shown) arranged in parallel at a certain angle to the tire circumferential direction, the angle of which is along the tire meridian direction with respect to the tire circumferential direction, and is coated with a coated rubber. The carcass cord is made of organic fibers such as polyester, rayon, and nylon. This carcass layer 6 is provided with at least one layer.

The belt layer 7 has a multilayer structure in which at least two layers of belts 7a and 7b are laminated, and is arranged on the outer periphery of the carcass layer 6 in the radial direction of the tire in the tread portion 2, and covers the carcass layer 6 in the tire circumferential direction. It is. The belts 7a and 7b are made up of a plurality of cords (not shown) arranged in parallel at a predetermined angle (for example, 20° to 30°) with respect to the tire circumferential direction and covered with a coated rubber. The cord is made of, for example, steel or organic fibers such as polyester, rayon, or nylon. Further, the overlapping belts 7a and 7b are arranged so that their cords intersect.

The belt reinforcing layer 8 is disposed on the outer periphery of the belt layer 7 in the tire radial direction and covers the belt layer 7 in the tire circumferential direction. The belt reinforcing layer 8 is made up of a plurality of cords (not shown), which are substantially parallel to the tire circumferential direction and arranged in parallel in the tire width direction, and are coated with coated rubber. The cord is made of, for example, steel or organic fiber 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 entire belt layer 7 in the tire width direction, and an end of the belt layer 7 in the tire width direction on the outside of the belt cover 8a in the tire width direction. Two layers are laminated with the edge cover 8b disposed only near the area. The belt reinforcing layer 8 may have a structure other than this, and may include only a belt cover 8a disposed so as to cover the entire belt layer 7, or an edge cover disposed so as to cover the end portion of the belt layer 7 in the tire width direction. It may be composed of only 8b. The belt reinforcing layer 8 only needs to be disposed so as to overlap at least the end portion of the belt layer 7 in the tire width direction. The belt reinforcing layer 8 configured as described above is provided by winding a strip material having a width of about 10 mm in the circumferential direction of the tire, for example.

The inner liner 9 is disposed 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 outside in the vehicle mounting direction in the pneumatic tire 1 shown in FIG. In the pneumatic tire 1 according to the present embodiment, a plurality of convex portions 30 are formed on the tire side surface 21, which is the surface of the tire side portion 20. The plurality of convex portions 30 are formed to protrude from the tire side surface 21 and extend along the tire side surface 21, respectively. 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 located on both sides in the tire width direction. The convex portion 30 is a convex portion that protrudes from a reference surface excluding patterns, letters, irregularities, etc. of the tire side surface 21.

The plurality of convex portions 30 are located at positions from 15% to 85% of the tire cross-sectional height SH outward in the tire radial direction from a rim diameter reference position BL which is a reference position on the inner side in the tire radial direction of the tire cross-sectional height SH. It is placed in the placement possible area PA, which is the area up to. The tire cross-sectional height SH here is the distance in the tire radial direction between the part of the tread portion 2 located at the outermost position in the tire radial direction and the rim diameter reference position BL. The rim diameter reference position BL is a tire axial direction line that passes through the rim diameter defined by the JATMA standard. In other words, 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 the regular internal pressure, and in an unloaded state where no load is applied to the pneumatic tire 1. 1/2 of the difference from the diameter.

Further, the regular rim referred to herein is a "standard rim" defined by JATMA, a "Design Rim" defined by TRA, or a "Measuring Rim" defined by ETRTO. Further, the normal internal pressure is the "maximum air pressure" specified by JATMA, the maximum value specified in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or "INFLATION PRESSURES" specified by ETRTO.

Further, the plurality of convex portions 30 are each formed so as to straddle the tire maximum width position W on the tire side surface 21 in the tire radial direction. The tire maximum width position W protrudes from the tire side surface 21 when the pneumatic tire 1 is mounted on a regular rim, filled with the regular internal pressure, and in an unloaded state where no load is applied to the pneumatic tire 1. This is the position in the tire radial direction where the dimension in the tire width direction excluding structures such as patterns and letters is maximum. In addition, for tires equipped with a rim protect bar (provided along the circumferential direction of the tire and protruding outward in the width direction of the tire) that protects the rim, the position of the rim protect bar is determined by the size of the rim protect bar in the tire width direction. Although this is the maximum tire width position, the tire maximum width position W defined in this embodiment excludes the rim protect bar.

Further, the tire side portions 20 disposed 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, in the tire side portion 20, the distance from the tire side surface 21 at the tire maximum width position W to the inner surface of the tire is 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.

FIG. 3 is a view taken along the line AA in FIG. 2. The convex portions 30 are formed in a range of 2 to 16 locations in one tire side portion 20, and in this embodiment, the convex portions 30 are formed in 8 locations in one tire side portion 20. There is. The eight convex portions 30 are discontinuously arranged at equal intervals in the tire circumferential direction. Further, the eight convex portions 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. Note that the number of convex portions 30 formed on one tire side portion 20 is preferably in the range of 4 or more and 12 or less.

FIG. 4 is a detailed view of part B in FIG. 3. The convex part 30 extending in the tire circumferential direction is located between two convex part end position lines Lc extending in the tire radial direction through different ends 31 of both ends 31 in the extending direction of the convex part 30. The relative angle α in the circumferential direction, that is, the angle α formed by the two convex 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. In other words, the plurality of convex portions 30 arranged on one tire side portion 20 each extend 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 an angle in the circumferential direction of the tire in the range in which one convex portion 30 is arranged, that is, it is an extension angle of the convex portion 30 in the circumferential direction of the tire.

In addition, the angle α of the convex portion 30 with respect to the angle 2π of one circumference in the tire circumferential direction is preferably 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, the convex portion 30 extends along the tire side surface 21 with portions having different curvatures. The portions having different curvatures here also include portions where the curvature is 0, that is, portions that are straight lines. Specifically, the convex portion 30 has at least one bent portion 40, which is a position where the direction in which the convex portion 30 extends changes, and each convex portion 30 has a plurality of bent portions 40. Further, each convex portion 30 has a plurality of extending portions 50 partitioned by the bent portions 40, and each extending portion 50 has a center line in the width direction of the extending portion 50 of one size. The shape is formed by the curvature of. Further, the plurality of extending portions 50 of the convex portion 30 include extending portions 50 of one convex portion 30 that have different curvatures. That is, one extending portion 50 is formed with one size of curvature, and one convex portion 30 has extending portions 50 with different curvature sizes. There is. As a result, the convex portion 30 has portions having different curvatures.

As shown above, the extending portions 50 whose center lines in the width direction are each formed with one size of curvature extend along the tire side surface 21 in the shape of a single arc or a single straight line. It is formed as follows. That is, each extending portion 50 is formed in a single circular arc shape or a single straight line shape, so that it has one size of curvature. The single arc shape here means that when the extending portion 50 is formed in a curved manner, the difference in the relative proportions of the radii of curvature between the largest and smallest radii of curvature is 10% or less. Moreover, a single linear shape refers to a shape in which the extension direction of the extension portion 50 changes by 5° or less. In addition, when the two extension parts 50 partitioned by the bending part 40 are both in the shape of a single circular arc, the position of the inflection point is the bending part 40, and the extension parts 50 have a minimal radius of curvature. When connected by a circular arc, the range where the circular arc with the smallest radius of curvature is formed becomes the bent portion 40. Note that the radius of curvature in this case is the radius of curvature of the center line of the extension portion 50 in the width direction. Moreover, it is preferable that the number of bent parts 40 that one convex part 30 has is in the range of 2 or more and 4 or less.

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

Moreover, the first extending part 51 is arranged at the outermost side in the tire radial direction among the plurality of extending parts 50, and the convex part 30 is arranged from the first extending part 51 side to the third extending part 53 side. It is inclined with respect to the tire circumferential direction from the tire radially outer side to the tire radially inner side as it goes toward the tire. Therefore, the second extending part 52 is arranged on the inner side in the tire radial direction than the first extending part 51, and the third extending part 53 is arranged on the inner side in the tire radial direction than the second extending part 52. ing.

The plurality of convex portions 30 formed on one tire side portion 20 are all inclined in the same direction in the tire radial direction when facing a predetermined direction in the tire circumferential direction (Fig. 3 reference). Therefore, the plurality of first extending portions 51 of the plurality of convex portions 30 are also 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 as it goes from the first arriving side to the last arriving side in the rotation direction of the pneumatic tire 1. ing. Similarly, the second extending portion 52 and the third extending portion 53 extend around the tire circumferentially from the inner side to the outer side in the tire radial direction as the pneumatic tire 1 moves from the first arriving side to the last arriving side in the rotation direction of the pneumatic tire 1. It is inclined to the direction.

Further, among the plurality of extension parts 50 of the convex part 30, the second extension part 52 has an inclination in the tire radial direction with respect to the tire circumferential direction, whereas the first extension part 51 has an inclination in the tire radial direction with respect to the tire circumferential direction. The slope is greater than the slope. Further, the second extending portion 52 has a larger inclination in the tire radial direction with respect to the tire circumferential direction than the third extending portion 53. In other words, 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.

In addition, the first extending portion 51 having the longest length among the plurality of extending portions 50 has a length C1 (see FIG. 7) that is equal to the height FH in the tire radial direction of the placement area PA (see FIG. 6). It 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 within a range of 1.0 times or more and 6.0 times or less of 70% of the tire cross-sectional height SH. Note that the length C1 of the first extending portion 51 is preferably within a range of 1.5 times or more and 5.0 times or less of the height FH of the arrangement possible area PA in the tire radial direction.

In addition, the first extending portion 51 includes two first extending portion ends that extend in the tire radial direction through mutually different ends 51a among both ends 51a in the extending direction of the first extending 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 extension part end position lines Le is 0.60≦(β/α )≦0.90. This angle β is an angle in the tire circumferential direction within a range in which one first extending portion 51 is arranged, that is, it is an extension angle of the first extending portion 51 in the tire circumferential direction. Note that the angle β of the first extending 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 extending portion 51 formed in this way is in the range of 1.5 times or more and 30 times or less of the length C2 (see FIG. 7) of the second extending portion 52. It's inside. Furthermore, the length C1 of the first extension part 51 is the length C3 of the third extension part 53 (see FIG. 7), which is the extension part 50 other than the second extension part 52 and the first extension part 51. It is within the range of 1.2 times or more and 25 times or less. In addition, the length C1 of the first extension part 51 is preferably within the range of 3 times or more and 20 times or less, and within the range of 5 times or more and 15 times or less of the length C2 of the second extension part 52. It is more preferable to have one. Further, the length C1 of the first extension part 51 is preferably within the range of 2 times or more and 20 times or less, and preferably within the range of 3 times or more and 15 times or less, than the length C3 of the third extension part 53. It is more preferable to have one.

FIG. 5 is a detailed view of part B in FIG. 3, and is an explanatory diagram of the position where the convex portion 30 is arranged. The convex portion 30 formed 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. The relationship between 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 is 1.2≦(Dmax/Dmin)≦3.5. It 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, it is a portion of the tread portion 2 located at the outermost side in the tire radial direction. Further, the distance Dmax is within a range of 0.30 times or more and 0.70 times or less of the tire cross-sectional height SH.

Note that the relationship between the distance Dmax and the distance Dmin of the convex portion 30 is preferably within the range of 1.5≦(Dmax/Dmin)≦2.5. Further, the distance Dmax is preferably within a range of 0.35 times or more and 0.65 times or less of the tire cross-sectional height SH, and within a range of 0.40 times or more and 0.60 times or less of the tire cross-sectional height SH. It is more preferable that

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

FIG. 6 is a detailed view of part B in FIG. 3, and is an explanatory diagram of the arrangement position of the convex portion 30 with respect to the arrangement possible area PA. Furthermore, 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 arrangement area PA, and The relationship between the distance Amin in the tire radial direction between the outermost portion of the extending portion 51 in the tire radial direction and the outer diameter portion PAo of the arrangement 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 arrangable area PA is at a position that defines the outer end of the arrangable area PA in the tire radial direction, that is, the tire cross-sectional height extends outward in the tire radial direction from the rim diameter reference position BL. It is located at 85% of SH (see Figure 2). Moreover, the relationship between the distance Amin and the height FH of the arrangement possible area PA in the tire radial direction is within the range of 0≦Amin≦(FH×0.3).

Specifically, the first extending portion 51 extends in the tire radial direction from the end 51a side opposite to the side where the second extending portion 52 is located toward the side where the second extending portion 52 is located. Since it is inclined with respect to the tire circumferential direction in a direction from the outside to the tire radial inside, the innermost part of the first extension part 51 in the tire radial direction is the extension of the first extension part 51. Of both ends 51a in the direction, the end 51a is on the second extending portion 52 side. Therefore, the distance Amax is the distance in the tire radial direction between the end 51a of the first extension part 51 on the second extension part 52 side and the outer diameter part PAo of the placement area PA, and In the existing portion 51, the distance is the distance at the position where the distance in the tire radial direction from the outer diameter portion PAo of the arrangement possible area PA is the largest. That is, in the first extending part 51, the part where the bent part 40 that partitions the first extending part 51 and the second extending part 52 is located is outside the arrangement possible area PA. This is the position where the distance from the diameter portion PAo in the tire radial direction is the greatest.

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

Note that, in the first extending portion 51, it is preferable that the relationship between the distance Amax and the distance Amin is within the range of 1.0≦(Amax/Amin)≦2.0. Further, it is preferable that the relationship between the distance Amin and the height FH of the arrangement possible area PA in the tire radial direction is within the range of 0≦Amin≦(FH×0.2).

Further, among the plurality of extension parts 50 of the convex part 30, some of the extension parts 50 are curved extension parts 61 formed in a single arc shape with a curvature greater than 0, and other Some of the extending portions 50 are linearly extending portions 65 formed in a single straight line. Further, the convex portion 30 has a plurality of curved extending portions 61 having different curvatures, and in this embodiment, the first extending portion 51 and the third extending portion 61 have different curvatures. portion 53 is provided as a curved extension portion 61. On the other hand, the second extending portion 52 is provided as a linearly extending portion 65.

Further, the first extending portion 51 and the third extending portion 53, each consisting of a curved extending portion 61, have different arc directions. Specifically, the center of the radius of curvature Rc1 of the first extending portion 51 is located on the inner side in the tire radial direction with respect to the first extending portion 51, and the center of the radius of curvature Rc3 of the third extending portion 53 is located on the outside in the tire radial direction with respect to the third extending portion 53. That is, the first extending portion 51 is formed in an arc shape that is convex outward in the tire radial direction, and the third extending portion 53 is formed in an arc shape that is convex inward in the tire radial direction. Note that when the convex portion 30 has a plurality of curved extending portions 61, the curved extending portions 61 other than the first extending portion 51 have a radius of curvature of the curved extending portion 61, like the third extending portion 53. It is preferable that the center includes one located on the outside in the tire radial direction with respect to the curved extending portion 61.

Moreover, the first extending portion 51 having the longest length among the plurality of extending portions 50 of one convex portion 30 has the longest curvature among the plurality of curved extending portions 61 of the same convex portion 30. It is formed by a small curved extension 61. That is, the first extending portion 51 has the largest radius of curvature among the plurality of curved extending portions 61 that one convex portion 30 has. Specifically, the radius of curvature Rc1 of the first extending portion 51 is equal to the radius of curvature of the smallest curved extending portion 62, which is the curved extending portion 61 having the smallest radius of curvature among the plurality of curved extending portions 61. It is within the range of 1.2 times or more and 10.0 times or less. In this embodiment, the convex portion 30 has a first extending portion 51 and a third extending portion 53 as the curved extending portion 61, and one convex portion 30 has a plurality of curved extending portions 61. Among them, the minimum curved extending portion 62 is the third extending portion 53. Therefore, the radius of curvature Rc1 of the first extending portion 51 is within the range of 1.2 times or more and 10.0 times or less the radius of curvature Rc3 of the third extending portion 53.

The radius of curvature Rc1 of the first extending portion 51 consisting of the curved extending portion 61 is within the range of 1.3 times or more and 8.0 times or less of the radius of curvature of the minimum curved extending portion 62 in the same convex portion 30. It is preferably within the range of 1.5 times or more and 5.0 times or less.

Further, the radius of curvature Rc1 of the first extending portion 51 is close to the radius of curvature Rct of the tire outer diameter portion 25, The radius of curvature Rct of the diameter portion 25 is within a range of 50% or more and 200% or less. The radius of curvature Rc1 of the first extending portion 51 is preferably within the range of 60% or more and 150% or less of the radius of curvature Rct of the tire outer diameter portion 25, and is within the range of 70% or less of the radius of curvature Rct of the tire outer diameter portion 25. It is more preferably within the range of % or more and 130% or less.

FIG. 7 is a detailed view of the convex portion 30 shown in FIG. 5. The length C0 of the convex portion 30 along the shape of the convex portion 30, that is, the length C0 along the extending direction of the convex portion 30, is the height FH of the placement area PA in the tire radial direction (see FIG. 6). ) is within 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 cross-sectional height SH. The length C0 of the convex portion 30 is preferably within a range of 2.0 times or more and 6.0 times or less, and 2.5 times the height FH of the placement area PA in the tire radial direction. More preferably, it is within the range of 5.5 times or less.

Moreover, since the first extending part 51 of the convex part 30 is the longest extending part 50 among the plurality of extending parts 50 that the convex part 30 has, the first extending part 51 is , a length C1 along the shape of the first extending portion 51 is longer than the second extending portion 52 and the third extending portion 53. That is, the length C1 of the first extending part 51 is the length C2 of the second extending part 52 along the shape of the second extending part 52, and the length C2 of the second extending part 52 along the shape of the third extending part 53. It is longer than the length C3 of the extension portion 53.

Further, the convex portion 30 has an angle θ1 between a center line 51c of the first extending portion 51 in the width direction and a center line 52c of the second extending portion 52 in the width direction, such that the angle θ1 is 90°≦θ1≦170°. It is within range. In addition, the convex portion 30 also has an angle θ2 between the center line 52c of the second extending portion 52 in the width direction and the center line 53c of the third extending portion 53 in the width direction of 90°≦θ2≦170°. It is within range. In other words, the convex portion 30 having a plurality of extending portions 50 partitioned by the bent portion 40 has an angle θn formed between the center lines in the width direction of two extending portions 50 that are continuous via the bent portion 40. is within the range of 90°≦θn≦170°. Note that these angles θ1 and θ2, that is, angle θn, are preferably in the range of 110° or more and 160° or less.

FIG. 8 is an explanatory diagram of the angle θ1 formed between the center line 51c of the first extending portion 51 and the center line 52c of the second extending portion 52 shown in FIG. Here, the extending portion 50 is formed in the shape of a single arc or a single straight line, but the angle θn between the center lines of the two extending portions 50 that are continuous via the bent portion 40 is As an example of the measurement method, a case will be described in which the first extending portion 51, the second extending portion 52, and the third extending portion 53 are all formed in a single arc shape. When the extending portion 50 is formed in an arc shape, the angle θn between the center lines of two extending portions 50 that are continuous via the bent portion 40 is a predetermined angle whose center is located at the bent portion 40. For convenience, the angle between the virtual lines connecting the bending part 40 and the intersection of the circle with the radius of the radius and the center line of each extension part 50 is expressed as the angle between the center lines of the two extension parts 50. Let the angle θn be formed.

For example, in a case where at least one of the first extending portion 51 and the second extending portion 52 is formed in a single circular arc shape, the center line 51c of the first extending portion 51 and the second extending portion The angle θ1 formed between the center line 52c of the portion 52 and the center line 51c of the first extending portion 51 and the center line of the second extending portion 52 is the angle θ1 between a circle having a predetermined radius and whose center is located at the bent portion 40 For convenience, the angle between the virtual lines connecting the bending portion 40 and the intersection of the curved portions 52c and 52c is defined as an angle θ1.

Specifically, the length is 1/2 of the length of the second extending portion 52, which is the shorter extending portion 50 of the first extending portion 51 and the second extending portion 52. An imaginary circle Vc having a radius of is the temporary center line 51c1 of the first extending portion 51. Similarly, a line connecting the bending part 40 and the intersection 52x of the center line 52c of the second extending part 52 and the virtual circle Vc is defined as a temporary center line 52c1 of the second extending part 52. The angle formed by the tentative center line 51c1 of the first extending section 51 set in this way and the tentative center line 52c1 of the second extending section 52 is defined as the center line 51c of the first extending section 51 in the width direction. and the center line 52c of the second extending portion 52 in the width direction may be an angle θ1. The angle θ1 thus set between the first extending portion 51 and the second extending portion 52 is within the range of 90°≦θ1≦170°. In addition, in this embodiment, since the second extending part 52 is formed in a single straight line, the temporary center line 52c1 of the second extending part 52 is different from the center line 52c of the second extending part 52. Almost match.

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

The second extension part 52 has a larger inclination in the tire radial direction with respect to the tire circumferential direction than the inclination of the first extension part 51 and the third extension part 53 in the tire radial direction with respect to the tire circumferential direction. 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 size radius centered on the bent portion 40. It may be derived based on.

FIG. 9 is an explanatory diagram for comparing the inclinations of the extension portion 50 shown in FIG. 7. For example, when comparing the inclinations of the first extending part 51 and the second extending part 52 in the tire radial direction with respect to the tire circumferential direction, the center line 51c of the first extending part 51 and the second extending part 52, the tentative center line 51c1 of the first extending portion 51 and the tentative center line 52c1 of the second extending portion 52 are determined using the virtual circle Vc. and set. In addition, the center is located on the tire rotation axis, and the center of the virtual circle Vc, that is, the connection part between the temporary center line 51c1 of the first extending portion 51 and the temporary center line 52c1 of the second extending portion 52. A reference circle Lb1 passing through is set, and a tangent Lt1 to the reference circle Lb1 passing through the center of the virtual circle Vc is set. In the second extending portion 52, the angle θa2 between the temporary center line 52c1 and the tangent Lt1 set as described above is larger than the angle θa1 between the temporary center line 51c1 and the tangent Lt1 of the first extending portion 51. It's getting bigger. Therefore, the second extending portion 52 has a larger inclination in the tire radial direction with respect to the tire circumferential direction 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 part 52 and the third extending part 53 in the tire radial direction with respect to the tire circumferential direction, it is important to note that among the second extending part 52 and the third extending part 53, An imaginary circle Vc having a radius of 1/2 of the length of the second extending portion 52, which is the shorter extending portion 50, is defined as the second extending portion 52 and the third extending portion 53. The center is set to be located at the bending part 40 that partitions the second extending part 52, and a line connecting the bending part 40 and the intersection 52x of the center line 52c of the second extending part 52 and the virtual circle Vc is defined as the second extending part. 52 is assumed to be a temporary center line 52c1'. Similarly, a line connecting the bending portion 40 and the intersection 53x of the center line 53c of the third extending portion 53 and the virtual circle Vc is defined as a temporary center line 53c1 of the third extending portion 53.

Further, a reference circle Lb3 is set whose center is located on the tire rotation axis and passes through the connection between the temporary center line 52c1' of the second extension part 52 and the temporary center line 53c1 of the third extension part 53. , a tangent Lt3 to the reference circle Lb3 passing through the center of the virtual circle Vc is set. The angle θa2' between the tentative center line 52c1 and the tangent Lt3 set as described above in the second extending section 52 is smaller than the angle θa3 between the tentative center line 53c1 and the tangent Lt3 of the third extending section 53. 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 second extending portion 52 has a larger inclination in the tire radial direction with respect to the tire circumferential direction 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. In addition, in this embodiment, since the second extending part 52 is formed in a single straight line, the temporary center line 52c1' of the second extending part 52 is equal to the center line 52c of the second extending part 52. almost matches.

FIG. 10A is a cross-sectional view taken along the line D1-D1 in FIG. FIG. 10B is a sectional view taken along line D2-D2 in FIG. FIG. 10C is a sectional view taken along line D3-D3 in FIG. The convex portion 30 has a substantially rectangular cross-sectional shape when viewed in the extending direction of the convex portion 30, with the height direction of the convex portion 30 being the longitudinal direction. Further, the plurality of extending portions 50 of the convex portion 30 have varying widths Wc and heights Hc at positions straddling the bent portions 40. In this case, the width Wc of the extending portion 50 is defined as the width Wc of the extending portion 50 in the direction perpendicular to the extending direction of the extending portion 50 when the extending portion 50 is viewed in the direction in which the convex portion 30 projects from the tire side surface 21. This is the width of the section 50. Further, the height Hc of the extension portion 50 is the height from the tire side surface 21.

The plurality of extension parts 50 have different widths Wc and heights Hc defined in this way. That is, in the convex portion 30, the first extending portion 51, the second extending portion 52, and the third extending portion 53 are different in width Wc and height Hc. In this embodiment, the average width of the width W2 of the second extension part 52 is larger than the average width of each of the width W1 of the first extension part 51 and the width W3 of the third extension part 53. ing. Moreover, the average height of the height H2 of the second extension part 52 is higher than the average height of each of the height H1 of the first extension part 51 and the height H3 of the third extension part 53. It has become.

FIG. 11 is an explanatory diagram of the position of the maximum width portion Wm of the convex portion 30. The width Wc of the plurality of extension parts 50 within one extension part 50 is within a range of 0.1 times or more and 1.0 times or less with respect to the maximum width of the extension part 50. Further, among the plurality of extension parts 50, the first extension part 51, which is the longest extension part 50, has a maximum width of 0.5 mm or more and 7.0 mm or less, and the first extension part 51 is the longest extension part 50. The maximum width of one extending portion 51 is preferably within the range of 1.0 mm or more and 3.0 mm or less. Further, the second extending portion 52 has a maximum width larger than the maximum width of the first extending portion 51. Specifically, the second extending portion 52 has a maximum width larger than the maximum width of the first extending portion 51. It is within the range of 1.5 times or more and 5 times or less of the significant amount.

Further, the maximum width of the second extending portion 52 is larger than the maximum width of the third extending portion 53 as well. Therefore, in the convex portion 30, the maximum width portion Wm, which is the maximum width portion of the convex portion 30, is located in the second extending portion 52. In this way, the position of the maximum width part Wm of the convex part 30 located in the second extension part 52 in the tire radial direction of the convex part 30 is from the rim diameter reference position BL to the outside in the tire radial direction at the tire cross-sectional height SH. It is included in the range of 0.40 times or more and 0.60 times or less. The position of the maximum width Wm of the convex portion 30 in the tire radial direction is within a range of 0.45 times or more and 0.55 times or less of the tire cross-sectional height SH from the rim diameter reference position BL to the outside in the tire radial direction. Preferably.

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

In addition, similarly to the first extending part 51, the height H3 from the tire side surface 21 of the third extending part 53 is different from the position of the second extending part 52 from the side where the second extending part 52 is located. The height becomes lower toward the end 53a located on the opposite side to the side where the height is lowered (see FIG. 12). The third extending portion 53 formed in this way is arranged on the inner side in the tire radial direction than 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 inside in the tire radial direction, and the height H3 from the tire side surface 21 is lowest at the position of the end 53a on the inside in the tire radial direction. (See Figure 2).

Further, among the plurality of extension parts 50, the highest extension part 56 is the extension part 50 with the highest extension part average height, which is the average height of each extension part 50 from the tire side surface 21. , any one of the extension parts 50 other than the first extension part 51. In this embodiment, the highest extending portion 56 is the second extending portion 52 which is the extending portion 50 that is continuous from the first extending portion 51 through the bending portion 40 among the plurality of extending portions 50. There is. Therefore, the highest extension part 56 is the extension part 50 that has the largest inclination in the tire radial direction with respect to the tire circumferential direction among the plurality of extension parts 50. The second extending portion 52, which is the highest extending portion 56, has an average extending portion height within a range of 3 mm or more and 10 mm or less.

Further, among the plurality of extension parts 50, the extension parts 50 other than the highest extension part 56 have an average extension height that is 0.1 times or more the average extension height of the highest extension part 56. It is within the range of .8 times or less. In other words, the first extending part 51 and the third extending part 53, which are the extending parts 50 other than the highest extending part 56, have the average height of the extending part 50, which is the highest extending part 56. The height is within the range of 0.1 times or more and 0.8 times or less of the average height of the extending 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 from the tire side surface 21 of the second extension portion 52, which is the maximum extension portion 56, is the highest is the rim diameter reference position BL. It is included in the range from a position 0.40 times the tire cross-sectional height SH to a position 0.60 times the tire cross-sectional height SH on the outside in the tire radial direction (see FIG. 2). In other words, the position of the maximum height portion Hm of the convex portion 30 in the tire radial direction, which is the portion having the highest height from the tire side surface 21, is the tire cross-sectional height outward in the tire radial direction from the rim diameter reference position BL. It is included in the range of 0.40 times or more and 0.60 times or less of SH. In addition, the position of the maximum height portion Hm of the convex portion 30 in the tire radial direction is within a range of 0.45 times or more and 0.55 times or less of the tire cross-sectional height SH from the rim diameter reference position BL to the outside in the tire radial direction. Preferably included.

Further, the maximum height of the second extending portion 52 from the tire side surface 21 is within a range of 1.1 times or more and 3.0 times or less of the maximum width of the second extending portion 52. That is, the height Hc of the second extending portion 52 at the maximum height portion Hm is 1.1 times or more the width Wc of the second extending portion 52 at the maximum width portion Wm (see FIG. 11). It is in the range of 0 times or less. On the other hand, the maximum height of the first extending part 51 from the tire side surface 21 is within a range of 1.1 times or more and 5.0 times or less of the maximum width of the first extending part 51.

FIG. 13 is an explanatory diagram of the substantially parallel relationship between the first extending portion 51 and the third extending portion 53. The first extending portion 51 and the third extending portion 53 of the convex portion 30 are defined by a center line 51c in the width direction of the first extending portion 51 and a center line 53c in the width direction of the third extending portion 53. are almost parallel. Parallel in this case indicates that the inclination angles of the center line 51c of the first extending portion 51 and the center line 53c of the third extending 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 extending part 51 and the center line 53c of the third extending part 53 are the same as the virtual line 51b that intersects the first extending part 51 and passes through the center of the tire. The difference between the angle θb1 formed by the center line 51c of is within the range. In this embodiment, a configuration in which the difference between the angles to be compared is within ±10° is referred to as approximately parallel.

Specifically, the length is 1/2 of the length of the third extending portion 53, which is the shorter extending portion 50 between the first extending portion 51 and the third extending portion 53. A virtual circle Vp having a radius of A line connecting the portion 51y and the end portion 51a of the first extending portion 51 is defined as a temporary center line 51c2 of the first extending portion 51. Similarly, a virtual circle Vp is set around the end 53a of the third extending portion 53 closer to the first extending portion 51, and an intersection 53y of the center line 53c of the third extending portion 53 and the virtual circle Vp is set. A line connecting the end portion 53a of the third extending portion 53 is defined as a temporary center line 53c2 of the third extending portion 53.

Furthermore, a virtual line 51b connecting the end 51a of the first extending part 51 closer to the third extending part 53 and the tire center, and an end 53a of the third extending part 53 closer to the first extending part 51. A virtual line 53b connecting the center of the tire is set.

The first extending portion 51 and the third extending portion 53 are defined by an angle θb1 formed between the tentative center line 51c2 of the first extending portion 51 set as described above and the virtual line 51b, and the third extending portion The difference between the angle θb3 between the tentative center line 53c2 of 53 and the virtual 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 approximately the same inclination angle in the tire radial direction with respect to the tire circumferential direction, and The center line 51c of the existing portion 51 and the center line 53c of the third extending portion 53 are substantially parallel.

FIG. 14 is an explanatory diagram of the overlap portion 55 between adjacent convex portions 30. The convex portion 30 has an overlap portion 55 that is a portion that overlaps a different convex portion 30 in the tire circumferential direction. Specifically, the overlap portion 55 is a portion where the convex portions 30 adjacent to each other in the tire circumferential direction have different positions in the tire radial direction but the same position in the tire circumferential direction. In other words, the overlap portion 55 is formed by two convex portions 30 adjacent in the tire circumferential direction, and is a portion of the convex portions 30 adjacent in the tire circumferential direction that overlap in the tire circumferential direction.

That is, since the convex portions 30 are formed so as to face in the tire circumferential direction and be inclined in the tire radial direction with respect to the tire circumferential direction, each convex portion 30 is formed at one end in the extending direction of the convex portion 30. The portion 31 and the other end portion 31 are located at different positions in the tire radial direction. Further, the plurality of convex portions 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. Therefore, the positions of the end portions 31 of adjacent convex portions 30 that are located closer to the other convex portion 30 in the tire radial direction are different from each other. As a result, adjacent convex portions 30 have their respective ends 31 located closer to the other convex portion 30 located within the range in which the other convex portion 30 is arranged in the tire circumferential direction. The convex portions 30 can be overlapped with each other. The overlap portion 55 is thus formed by locating a portion of each of the convex portions 30 adjacent to each other in the tire circumferential direction within the range in the tire circumferential direction in which 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 in which the overlap portion 55 extends in the tire circumferential direction is within the range in which one convex portion 30 is arranged. The angle α in the circumferential direction (see FIG. 4) is within the range of 0.05≦(γ/α)≦0.30. Note that 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. 14. The two convex portions 30 that overlap in the overlapping portion 55 have a relationship between the maximum distance Pmax and the minimum distance Pmin in the tire direction between the overlapping portions, such that 1.0≦(Pmax/Pmin)≦2.0. It is within range. In this case, the maximum distance Pmax is the portion where the distance in the tire radial direction between one convex portion 30 and the other convex portion 30 is the largest in the overlap portion 55 formed by the convex portions 30 adjacent to each other in the tire circumferential direction. This is the distance in the tire radial direction. The minimum distance Pmin is defined as the minimum distance Pmin at a portion of the tire where the distance in the tire radial direction between one convex portion 30 and the other convex portion 30 is the smallest in the overlap portion 55 formed by the convex portions 30 adjacent to each other in the tire circumferential direction. This 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 cross-sectional height SH.

Note that the maximum distance Pmax and the minimum distance Pmin in the tire direction between the overlapping portions of the overlap portion 55 are preferably 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 that overlap at the overlap portion 55 may be parallel to each other. Moreover, it is preferable that the minimum distance Pmin with respect to the tire cross-sectional height SH is within the range of 0.18≦(Pmin/SH)≦0.25.

All of the plurality of convex portions 30 formed on one tire side portion 20 overlap each other in the tire circumferential direction (see FIG. 3). Therefore, the plurality of convex portions 30 formed on one tire side portion 20 overlap each other at the overlap portion 55, so that the convex portions 30 can be formed at any position on the tire circumference. One or more are arranged.

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

When installing the pneumatic tire 1 according to the present embodiment on a vehicle, the pneumatic tire 1 is assembled onto the rim wheel by fitting the rim wheel into the bead portion 5, and the inside is filled with air. Attach it to the vehicle in a freighted state. At this time, the pneumatic tire 1 according to the present embodiment is mounted on the vehicle in the designated direction, since the direction in which it is mounted on the vehicle and the direction in which it rotates when mounted on the vehicle are specified. That is, it is mounted on the vehicle in the direction specified by the mounting direction display section and the rotation direction display section attached to the sidewall portion 4. Specifically, of the tire side parts 20 located on both sides in the tire width direction, the tire side part 20 on the side where the convex part 30 is formed is mounted on the vehicle in such a direction that the tire side part 20 is located on the outside in the vehicle mounting direction.

When a vehicle equipped with the pneumatic tire 1 runs, the pneumatic tire 1 rotates while a portion of the ground contact surface 10 located below and facing the road surface contacts the road surface. A vehicle travels by transmitting driving force or braking force to the road surface or generating turning force due to the frictional force between the ground contact surface 10 and the road surface. For example, when a vehicle equipped with pneumatic tires 1 drives on a dry road surface, the frictional force between the ground contact surface 10 and the road surface is used to transmit driving force and braking force to the road surface, and turning force is transmitted to the road surface. The vehicle runs by generating Furthermore, when driving 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 ground contact surface 10, and these grooves reduce the contact surface. The vehicle runs while draining water between the vehicle and the road surface. This makes it easier for the contact surface 10 to contact the road surface, and the frictional force between the contact surface 10 and the road surface allows the vehicle to travel as desired.

Here, when the vehicle is running, parts of the pneumatic tire 1 other than the ground contact surface 10 may come into contact with each other. For example, when the pneumatic tire 1 runs onto a curb, or when the pneumatic tire 1 approaches the curb too much during parking, the tire side surface 21 may come into contact with the curb. In this case, cracks may occur in the portion of the tire side surface 21 that has come into contact with the curb, and the tire side portion 20 may be damaged, and the damage to the tire side portion 20 may cause the pneumatic tire 1 to suffer a puncture or the like. There is a risk of failure.

In contrast, in the pneumatic tire 1 according to the present embodiment, a convex portion 30 is formed on the tire side surface 21 of the tire side portion 20. Therefore, even when an obstacle such as a curb contacts the tire side surface 21, the obstacle contacts the convex portion 30, so damage to the tire side portion 20 caused by the obstacle contacting the tire side surface 21 can be suppressed. Thereby, trauma resistance can be improved.

Further, 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. This makes it possible to suppress an increase in air resistance. In other words, when the pneumatic tire 1 rotates, a turbulent boundary layer is generated around the convex portion 30 protruding from the tire side surface 21, so that the tire side surface 21 moves at high speed relative to the surrounding air. This makes it difficult for air to separate from the tire side surface 21. Therefore, an increase in air resistance caused by the air around the pneumatic tire 1 being separated from the tire side surface 21 can be suppressed, and rolling resistance when the pneumatic tire 1 rotates can be reduced. Thereby, fuel efficiency can be improved.

Furthermore, since the convex portion 30 extends with portions having different curvatures, it is possible to change the flow direction of the air flowing along the convex portion 30 between the portions having different curvatures. turbulence can be generated more effectively. Thereby, an increase in air resistance can be suppressed more reliably, and rolling resistance when the pneumatic tire 1 rotates can be reduced. Furthermore, since the convex portion 30 extends with portions having different curvatures, the extending direction substantially changes depending on the position in the extending direction. Therefore, a wider range of the tire side surface 21 can be protected by the convex portion 30, and the resistance to external damage can be improved.

Furthermore, 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. In other words, when the thickness Ga of the tire side portion 20 at the tire maximum width position W is less than 2 mm, the thickness Ga of the tire side portion 20 is too thin, so the convex portion 30 of the tire side portion 20 is provided. There is also a risk that the tire side portion 20 may be damaged when an obstacle comes into contact with the convex portion 30. Further, if 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, so that rolling resistance may deteriorate.

On the other hand, if 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 can be reduced while suppressing damage to the tire side portion 20. This makes it possible to reduce rolling resistance. As a result, both external damage resistance and fuel efficiency can be achieved.

Further, the convex portion 30 includes a first extending portion 51 consisting of a curved extending portion 61, a second extending portion 52 consisting of a linear extending portion 65, and a third extending portion 53 consisting of the curved extending portion 61. Since these are formed continuously, turbulent flow can be generated more reliably between the curved extending portion 61 and the linearly extending portion 65. Thereby, the turbulent flow generated by the convex portions 30 can effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance. As a result, fuel efficiency can be improved more reliably.

Further, since the length C0 along the shape 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 cross-sectional height SH, the convex portion 30 It is possible to more reliably protect the tire side portion 20 and generate turbulence. In other words, if the length C0 of the convex portion 30 is less than 1.5 times 70% of the tire cross-sectional height SH, the length C0 of the convex portion 30 is too short and is likely to contact the tire side surface 21. It becomes difficult to bring an obstacle into contact with the convex portion 30, and there is a possibility that it becomes difficult to suppress damage to the tire side portion 20. Furthermore, if the length C0 of the convex portion 30 is less than 1.5 times 70% of the tire cross-sectional height SH, the length C0 of the convex portion 30 is too short, and turbulence occurs at the convex portion 30. There is a possibility that it will be difficult to do so. In this case, when the pneumatic tire 1 rotates, it becomes difficult for the convex portion 30 to suppress the occurrence of separation in the air around the tire side surface 21, thereby suppressing an increase in air resistance and reducing rolling resistance. There is a risk that it will be difficult to In addition, if the length C0 of the convex portion 30 exceeds 7.0 times 70% of the tire cross-sectional height SH, the length C0 of the convex portion 30 is too long, and the pneumatic tire 1 is subjected to additional processing during manufacturing. During sulfur molding, it may be difficult to properly mold the convex portions 30. In this case, there is a risk that the protrusion 30 may not be formed into the desired shape, such as partial chipping of the protrusion 30, and the protrusion 30 may protect the tire side portion 20 or generate turbulence. There is a possibility that the effect may be reduced.

On the other hand, if 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 cross-sectional height SH, there is an obstacle that is likely to come into contact with the tire side surface 21. The convex portion 30 can be easily brought into contact with the convex portion 30, and turbulence can be effectively generated by the convex portion 30. Further, since the convex portion 30 can be formed with high precision, the convex portion 30 can more reliably protect the tire side portion 20 and generate turbulence. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, the length C1 of the first extending portion 51 of the convex portion 30 is within the range of 1.0 times or more and 6.0 times or less of 70% of the tire cross-sectional height SH. It is possible to make it easier for the convex portion 30 to come into contact with an obstacle that is likely to come into contact with the tire side surface 21, while suppressing an excessive increase in weight, and to effectively generate turbulence by the convex portion 30. I can do it. In other words, if 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 C1 of the first extending portion 51 is too short, so the curb stone etc. When the obstacle comes into contact with the tire side surface 21, there is a possibility that it becomes difficult for the obstacle to come into contact with the first extension portion 51. Therefore, it becomes difficult for the convex portion 30 to prevent obstacles from coming into contact with the tire side surface 21, and there is a possibility that it becomes difficult to prevent the tire side portion 20 from being damaged. Further, if 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, and the convex portion 30 Even if it is provided, there is a possibility that it will 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 convex portions 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 reducing rolling resistance. There is a risk that it will be difficult to reduce the

In addition, if the length C1 of the first extension part 51 exceeds 6.0 times 70% of the tire cross-sectional height SH, the length of the first extension part 51 is too long, and the first extension part 51 is too long. There is a possibility that the weight of the portion 51 becomes too large, and as a result of providing the convex portion 30 on the tire side portion 20, there is a possibility that the weight of the pneumatic tire 1 increases too much. In this case, even if the increase in air resistance is suppressed by the convex portions 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 times or more and 6.0 times or less of 70% of the tire cross-sectional height SH, the weight of the pneumatic tire 1 is It is possible to make it easier for the convex part 30 to come into contact with an obstacle that is likely to come into contact with the tire side surface 21, while suppressing an excessive increase in the flow rate, and also to effectively generate turbulence by the convex part 30. . 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, so that rolling resistance can be reduced. can. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, since the length C1 of the first extending portion 51 is within the range of 1.5 times to 30 times the length C2 of the second extending portion 52, the convex portion 30 can more effectively disturb The first extending portion 51 can be formed with high precision to more reliably protect the tire side portion 20 and generate turbulent flow. I can do it. In other words, if the length C1 of the first extension part 51 is less than 1.5 times the length C2 of the second extension part 52, the length C1 of the first extension part 51 is too short. Even if the convex 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 suppress an increase in air resistance during rotation of the pneumatic tire 1 and reduce rolling resistance.

In addition, if the length C1 of the first extension part 51 is longer than 30 times the length C2 of the second extension part 52, the length C1 of the first extension part 51 is too long, and the air During vulcanization molding during the manufacture of the tire 1, there is a possibility that it will be difficult to appropriately mold the first extending portion 51. That is, the convex part 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 part 30 is formed. When 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 part of the mold that forms the first extending part 51 is too long, when vulcanizing a green tire, the part of the mold that forms the first extending part 51 is made of rubber. Since it becomes difficult for the first extension portion 51 to spread evenly, there is a possibility that it becomes difficult to form the first extension portion 51 with high precision. If the first extending part 51 cannot be formed with high precision, there is a risk that the first extending part 51 will not be formed into the desired shape, such as partial chipping, and the first extending part 51 may not form the tire side part. There is a possibility that the effect of protecting the air flow and generating turbulence may be reduced.

On the other hand, when the length C1 of the first extending part 51 is within the range of 1.5 times or more and 30 times or less of the length C2 of the second extending part 52, the first extending part 51 is Since the convex portion 30 can effectively generate turbulent flow, and the first extending portion 51 can be formed with high precision, the first extending portion 51 can more reliably form the tire side portion 20. It can protect or create turbulence. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, since the first extending portion 51 is composed of the curved extending portion 61, the length C1 of the first extending portion 51 can be increased, and the convex portion 30 having the first extending portion 51 allows the first extending portion 51 to have a convex shape. Turbulence can be effectively generated in the air around the section 30. Furthermore, since the first extending portion 51 is formed by the curved extending portion 61 having the smallest curvature among the plurality of curved extending portions 61, the length C1 of the first extending portion 51 can be determined more reliably. It can be made longer. That is, when the magnitude of the curvature of the curved extending portion 61 forming the first extending portion 51 is close to the magnitude of the curvature of the tire outer diameter portion 25, for example, the extending direction of the first extending portion 51 is It can be made closer to the tire circumferential direction, and the length C1 of the first extending portion 51 can be increased more reliably. Thereby, turbulence can be effectively generated by the convex portion 30, and the tire side portion 20 can be more reliably protected by the first extending portion 51 having the long length C1. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, since the radius of curvature Rc1 of the first extending portion 51 is within the range of 50% to 200% of the radius of curvature Rct of the tire outer diameter portion 25, turbulence can be generated more reliably and effectively. In addition, the tire side portion 20 can be protected more reliably. In other words, if the radius of curvature Rc1 of the first extending portion 51 is less than 50% of the radius of curvature Rct of the tire outer diameter portion 25, the radius of curvature Rc1 of the first extending portion 51 is too small. There is a possibility that it becomes difficult to lengthen the length C1 of the existing portion 51. In this case, it may be difficult to effectively generate turbulence in the air around the convex portion 30 due to the first extension portion 51 . In addition, if it is difficult to lengthen the length C1 of the first extending portion 51 and the length C1 of the first extending portion 51 tends to be shortened, when an obstacle such as a curb comes into contact with the tire side surface 21, , it becomes difficult for an obstacle to come into contact with the first extending portion 51, and there is a possibility that it becomes difficult for the convex portion 30 to prevent the obstacle from coming into contact with the tire side surface 21. Further, if the radius of curvature Rc1 of the first extending portion 51 exceeds 200% of the radius of curvature Rct of the tire outer diameter portion 25, the radius of curvature Rc1 of the first extending portion 51 is too large, and the first extending portion 51 There is a possibility that the portion 51 becomes difficult to take a shape along the tire outer diameter portion 25, and it becomes difficult to increase the length C1 of the first extension portion 51. Therefore, in this case as well, there is a possibility that it will be difficult to effectively generate turbulence in the air around the convex part 30 due to the first extension part 51, and the air resistance when the pneumatic tire 1 rotates. It may become difficult to suppress the increase in rolling resistance and reduce rolling resistance.

On the other hand, when the radius of curvature Rc1 is within the range of 50% to 200% of the radius of curvature Rct of the tire outer diameter portion 25, the first extending portion 51 extends. The direction can be more reliably brought closer to the direction along the tire outer diameter portion 25, and the length C1 of the first extension portion 51 can be increased more reliably. As a result, turbulence can be generated more reliably and effectively by the convex portion 30 having the first extending portion 51, and the tire side portion 20 can be more reliably protected by the first extending portion 51. be able to. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

In addition, the radius of curvature Rc1 of the first extending portion 51 is 1.2 times the radius of curvature of the smallest curved extending portion 62, which is the curved extending portion 61 having the smallest radius of curvature among the plurality of curved extending portions 61. Since it is within the range of 10.0 times or less, turbulent flow can be generated more reliably and effectively. That is, if the radius of curvature Rc1 of the first extending portion 51 is less than 1.2 times the radius of curvature of the minimum curved extending portion 62, the radius of curvature Rc1 of the first extending portion 51 and the minimum curved extending portion 62 are Since the difference from the radius of curvature of the curved portion 62 is too small, it is difficult to effectively generate turbulence in the air flowing along the convex portion 30 even if the curvatures of the curved extension portions 61 are made different. There is a possibility that this will happen. Furthermore, if the radius of curvature Rc1 of the first extending portion 51 exceeds 10.0 times the radius of curvature of the minimum curved extending portion 62, the radius of curvature Rc1 of the first extending portion 51 becomes too large and There is a possibility that the extending portion 51 is difficult to form a shape along the tire outer diameter portion 25. In this case, since it becomes difficult to lengthen the length C1 of the first extending portion 51, it may become difficult to effectively generate turbulence in the air around the convex portion 30 by the first extending portion 51. There is.

On the other hand, when the radius of curvature Rc1 of the first extending portion 51 is within the range of 1.2 times or more and 10.0 times or less of the radius of curvature of the minimum curved extending portion 62, the first extending portion 51 The difference between the radius of curvature Rc1 of the first extending portion 51 and the radius of curvature of the minimum curved extending portion 62 can be ensured while suppressing the radius of curvature Rc1 from becoming too large. As a result, the length C1 of the first extending portion 51 can be increased by bringing the first extending portion 51 closer to the shape along the outer diameter portion 25 of the tire. The portion 30 allows turbulence to be generated more reliably and effectively. Moreover, since the flow direction of the air flowing along the convex portion 30 can be changed between the minimum curved extending portion 62 and the first extending portion 51, which have different radii of curvature, the effect is more reliably achieved. can generate turbulent flow. Therefore, an increase in air resistance can be suppressed more reliably, and rolling resistance during rotation of the pneumatic tire 1 can be reduced more reliably. As a result, fuel efficiency can be improved more reliably.

In addition, since the center of the radius of curvature Rc1 of the first extending portion 51 is located inside the first extending portion 51 in the tire radial direction, the shape of the first extending portion 51 is adjusted along the tire outer diameter portion 25. The shape can be approximated by Thereby, the length C1 of the first extending portion 51 can be increased more reliably, so that the convex portion 30 having the first extending portion 51 can generate turbulence more reliably and effectively. I can do it. Furthermore, by increasing the length C1 of the first extending portion 51, the tire side portion 20 can be more reliably protected by the first extending portion 51. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

In addition, in the case where one convex portion 30 has a plurality of curved extending portions 61, the center of the radius of curvature is located between the curved extending portion 61 located inside the curved extending portion 61 in the tire radial direction and By having the curved extending portion 61 located on the outside, the convex portion 30 can generate turbulent flow more reliably. In other words, in the curved extending portions 61 whose centers of curvature radii differ from each other, air flows in the vicinity of the curved extending portion 61 in different ways, so that the convex portions 30 have different centers of their curvature radii. By having a plurality of curved extending portions 61 including different curved extending portions 61, turbulence can be effectively generated. Thereby, an increase in air resistance can be suppressed more reliably, and rolling resistance during rotation of the pneumatic tire 1 can be reduced more reliably. As a result, fuel efficiency can be improved more reliably.

Further, since the maximum height of the first extending portion 51 is within the range of 1.1 times to 5.0 times the maximum width of the first extending portion 51, the convex portion 30 improves rolling resistance. It is possible to reliably reduce damage to the tire side portion 20 when an obstacle such as a curb comes into contact with the first extension portion 51. In other words, if the maximum height of the first extension part 51 is less than 1.1 times the maximum width of the first extension part 51, the maximum height of the first extension part 51 is too low, and there is a problem. When an object comes into contact with the first extending portion 51, there is a possibility that it becomes difficult for the first extending portion 51 to relieve the force received from the obstacle. In this case, the force that the first extension part 51 receives from the obstacle is likely to be transmitted to the inside of the tire side part 20, so there is a possibility that it will be difficult to suppress damage to the tire side part 20. Further, if the maximum height of the first extending portion 51 is higher than 5.0 times the maximum width of the first extending portion 51, the maximum height of the first extending portion 51 is too high, and the first extending portion 51 is There is a possibility that the weight of the convex portion 30 having the extension portion 51 becomes too large, and as the convex portion 30 is provided on the tire side portion 20, there is a possibility that the weight of the pneumatic tire 1 increases too much. In this case, even if the increase in air resistance is suppressed by the convex portions 30, the weight of the pneumatic tire 1 increases, so there is a possibility that it will be difficult to reduce the rolling resistance.

On the other hand, if the maximum height of the first extending part 51 is within the range of 1.1 times or more and 5.0 times or less of the maximum width of the first extending part 51, the weight of the pneumatic tire 1 Even when an obstacle comes into contact with the first extending part 51, the force received from the obstacle can be alleviated by the first extending part 51 while suppressing an excessive increase in the amount of force. Thereby, 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, both trauma resistance and fuel efficiency can be achieved more reliably.

In addition, 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 can reduce the rolling resistance more reliably, and 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. In other words, since the first extending portion 51 is the longest extending portion 50 among the plurality of extending portions 50, when an obstacle such as a curb comes into contact with the convex portion 30, the first extending portion 51 It is the easiest to contact the existing part 51. In this way, if the maximum width of the first extending portion 51 with which an obstacle is likely to come into contact is less than 1.0 mm, the maximum width of the first extending portion 51 is too small, and the obstacle cannot easily come into contact with the first extending portion. When the first extending portion 51 comes into contact with the first extending portion 51, it may be difficult for the first extending portion 51 to relieve the force received from the obstacle. In this case, the force that the first extension part 51 receives from the obstacle is likely to be transmitted to the inside of the tire side part 20, so there is a possibility that it will be difficult to suppress damage to the tire side part 20.

Further, if the maximum width of the first extending portion 51 is larger than 3.0 mm, the maximum width of the first extending portion 51 is too large, and the weight of the convex portion 30 having the first extending portion 51 becomes large. There is a risk that the weight of the pneumatic tire 1 will increase too much 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 convex portions 30, the weight of the pneumatic tire 1 increases, so there is a possibility that it will be difficult to reduce the rolling resistance.

On the other hand, if 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 weight of the pneumatic tire 1 can be prevented from increasing too much, and the obstacle can be Even when the first extending portion 51 is contacted, the force received from the obstacle can be alleviated by the first extending portion 51 . As a result, damage to the tire side portion 20 is suppressed by the convex portion 30 to improve trauma resistance, and rolling resistance during rotation of the pneumatic tire 1 can be more reliably reduced, thereby improving fuel efficiency. can be done. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Moreover, since the height H1 from the tire side surface 21 of the first extending portion 51 having the convex portion 30 decreases as it goes outward in the tire radial direction, the first extending portion 51 generates turbulent flow while the tire By making the change in the height H1 from the side surface 21 as gentle as possible, it is possible to suppress an excessive increase in air resistance due to the provision of the convex portion 30. Thereby, an increase in air resistance during rotation of the pneumatic tire 1 can be more reliably suppressed, and rolling resistance can be reduced more reliably. As a result, fuel efficiency can be improved more reliably.

Moreover, since the width of the plurality of extension parts 50 changes at the position where they straddle the bending part 40, turbulence is more reliably created for the air flowing along the convex part 30 and passing through the position of the bending part 40. can be generated. Thereby, it is possible to effectively suppress an increase in air resistance due to turbulence during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance. As a result, fuel efficiency can be improved more reliably.

Further, 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 arriving side to the last arriving side in the rotation direction of the pneumatic tire 1. , it is possible to improve the force with which the pneumatic tire 1 is pressed against the road surface. In other words, the inclination direction of the first extension part 51 is inclined from the inside to the outside in the tire radial direction as it goes from the first arrival side to the last arrival side in the rotation direction, so that when the pneumatic tire 1 rotates, the tire side The direction of air flowing near the surface 21 is changed by the first extension portion 51 from the inside to the outside 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 from the rear side to the front side of the vehicle, whereas the portion of the pneumatic tire 1 in the vertical direction moves from the rear side to the front side of the vehicle. The portion located near the lower end moves in the direction from the front side to the rear side of the vehicle. Therefore, when the vehicle moves forward, the relative speed to the road surface is fastest at the portion located near the upper end of the pneumatic tire 1 in the vertical direction. Therefore, the influence on the pneumatic tire 1 due to changing the direction of the air flowing near the tire side surface 21 by the first extension part 51 is limited to the first extension located near the upper end of the pneumatic tire 1 in the vertical direction. The effect of changing the direction in which air flows by the extension portion 51 is greatest.

The first extending portion 51 is provided in the pneumatic tire 1 in order to change the direction of air flowing near the tire side surface 21 from the inside to the outside in the tire radial direction when the pneumatic tire 1 rotates. 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. Therefore, the first extending portion 51 receives a force from the air in the direction of being pressed downward in the vertical direction as a reaction to changing the air flow. The force that the first extension portion 51 receives from the air is a force in a direction that presses the pneumatic tire 1 against the road surface. Therefore, the grip force of the ground contact surface 10 of the pneumatic tire 1 on the road surface increases due to the force that is pressed against the road surface. improves. As a result, the increased grip force can improve steering stability when the vehicle is running.

Further, the convex portion 30 has an angle θ1 formed between a center line 51c in the width direction of the first extending portion 51 and a center line 52c in the width direction of the second extending portion 52 in a range of 90°≦θ1≦170°. Therefore, the rolling resistance can be more reliably reduced while suppressing the occurrence of cracks at the position of the bent portion 40. In other words, if the angle θ1 is less than 90°, the angle formed by the first extending portion 51 and the second extending portion 52 is too small, and 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, there is a possibility that cracks are likely to occur at the position of the bent portion 40. Furthermore, if the angle θ1 exceeds 170°, the angle formed by the first extending portion 51 and the second extending portion 52 is too large, and the turbulence caused by forming the bent portion 40 on the convex portion 30 is reduced. There is a possibility that it will be difficult to effectively obtain the generated effects. In this case, it becomes difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and there is a possibility that it becomes difficult to reduce rolling resistance.

On the other hand, when the angle θ1 is within the range of 90°≦θ1≦170°, it is possible to suppress the occurrence of cracks at the position of the bent portion 40 while forming the bent portion 40 on the convex portion 30. The effect of generating turbulent flow can be effectively obtained, and rolling resistance can be more reliably reduced. As a result, it is possible to more reliably improve fuel efficiency while suppressing damage to the tire side portion 20.

Further, since the convex portion 30 has a plurality of bent portions 40, the plurality of bent portions 40 can generate turbulent flow more reliably. In addition, since the convex portion 30 has a plurality of bent portions 40, the total length of the convex portion 30 inevitably becomes longer. can be generated. With these, it is possible to effectively suppress an increase in air resistance due to turbulence during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance. As a result, fuel efficiency can be improved more reliably.

Further, in the convex portion 30, the length C1 of the first extending portion 51 is the length C3 of the third extending portion 53, which is the extending portion 50 other than the second extending portion 52 and the first extending portion 51. Since it is within the range of 1.2 times or more and 25 times or less, turbulence can be generated more effectively, and the first extension part 51 can be formed with high precision to more reliably form the first extension part 51. The existing portion 51 can protect the tire side portion 20 and generate turbulence. In other words, if the length C1 of the first extension part 51 is less than 1.2 times the length C3 of the third extension part 53, the length C1 of the first extension part 51 is too short. Even if the convex 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 suppress an increase in air resistance during rotation of the pneumatic tire 1 and reduce rolling resistance. In addition, if the length C1 of the first extension part 51 is longer than 25 times the length C3 of the third extension part 53, the length C1 of the first extension part 51 is too long, and the air During vulcanization molding during the manufacture of the tire 1, there is a possibility that it will be difficult to appropriately mold the first extending portion 51. In this case, there is a risk that the first extending portion 51 may not be formed into the desired shape, such as partial chipping of the first extending portion 51, and the first extending portion 51 may not protect the tire side portion 20. There is a risk that the effects of turbulence and turbulence may be reduced.

On the other hand, when the length C1 of the first extension part 51 is within the range of 1.2 times or more and 25 times or less of the length C3 of the third extension part 53, the first extension part 51 is Since the convex portion 30 can effectively generate turbulent flow, and the first extending portion 51 can be formed with high precision, the first extending portion 51 can more reliably form the tire side portion 20. It can protect or create turbulence. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, 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 via the bent portion 40 is within the range of 90°≦θn≦170°. , it is possible to more reliably reduce rolling resistance while suppressing the occurrence of cracks at all the bent portions 40. In other words, if there is a bent portion 40 where the angle θn is less than 90°, the angle formed by the two extending portions 50 that are continuous through the bent portion 40 is too small, so that the tire side portion 20 is There is a possibility that stress concentration may easily occur near the position of the bent portion 40 due to bending or the like. In this case, there is a possibility that cracks are likely to 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 formed by the two extending portions 50 that are continuous via the bent portion 40 is too large, so the bent portion 40 is not attached to the convex portion 30. There is a possibility that it will be difficult to effectively obtain the effect of generating turbulent flow by forming a turbulent flow. In this case, it becomes difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and there is a possibility that it becomes difficult to reduce rolling resistance.

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

In addition, since the position of the maximum height Hm in the tire radial direction is within the range of 0.40 times to 0.60 times the tire cross-sectional height SH, the convex portion 30 prevents the occurrence of turbulence from occurring. , can be generated near the center of the tire cross-sectional height SH in the tire radial direction, and rolling resistance can be more reliably reduced. In other words, if the position of the maximum height part Hm in the tire radial direction is less than 0.40 times the tire cross-sectional height SH, the position of the maximum height part Hm in the tire radial direction is on the inner side in the tire radial direction. There is a risk that it will be too much. The turbulent flow generated in the convex portion 30 occurs more frequently near the maximum height portion Hm, so if the position of the maximum height portion Hm in the tire radial direction is too inward in the tire radial direction, the turbulence generation position is There is a possibility that it is too inside in the tire radial direction. In this case, the turbulent flow makes it difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and there is a possibility that it becomes difficult to reduce rolling resistance. In addition, if the position of the maximum height part Hm in the tire radial direction is a position exceeding 0.60 times the tire cross-sectional height SH, the position of the maximum height part Hm in the tire radial direction is on the outside in the tire radial direction. There is a risk that it will be too much. In this case, there is a risk that the turbulent flow will occur too far outside in the tire radial direction, making it difficult to effectively suppress the increase in air resistance when the pneumatic tire 1 rotates due to the turbulent flow. There is a risk that it will be difficult to reduce.

On the other hand, if the position of the maximum height Hm 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 cross-sectional height SH, the maximum height portion Since the position of Hm in the tire radial direction can be located near the center of the tire cross-sectional height SH in the tire radial direction, the turbulent flow can be generated near the center of the tire cross-sectional height SH in the tire radial direction. can be done. Thereby, the turbulent flow generated by the convex portions 30 can effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance. As a result, fuel efficiency 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 cross-sectional height SH, the position where turbulence occurs 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. In other words, if the position of the maximum width part Wm in the tire radial direction is less than 0.40 times the tire cross-sectional height SH, there is a possibility that the position of the maximum width part Wm in the tire radial direction is too inward in the tire radial direction. There is. The turbulent flow generated in the convex portion 30 occurs more near the maximum width portion Wm, so if the position of the maximum width portion Wm in the tire radial direction is too inward in the tire radial direction, the turbulence generation position is There is a possibility that the direction is too far inside. In this case, the turbulent flow makes it difficult to effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and there is a possibility that it becomes difficult to reduce rolling resistance. In addition, if the position of the maximum width part Wm in the tire radial direction is a position exceeding 0.60 times the tire cross-sectional height SH, there is a possibility that the position of the maximum width part Wm in the tire radial direction is too outside in the tire radial direction. There is. In this case, there is a risk that the turbulent flow will occur too far outside in the tire radial direction, making it difficult to effectively suppress the increase in air resistance when the pneumatic tire 1 rotates due to the turbulent flow. There is a risk that it will be difficult to reduce.

On the other hand, if the position of the maximum width part Wm of the convex part 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 cross-sectional height SH, the maximum width part Wm Since the position in the tire radial direction can be located near the center of the tire cross-sectional height SH in the tire radial direction, the turbulence generation position can be generated near the center of the tire cross-sectional height SH in the tire radial direction. I can do it. Thereby, the turbulent flow generated by the convex portions 30 can effectively suppress an increase in air resistance during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance. As a result, fuel efficiency can be improved more reliably.

In addition, since the first extending portion 51 of the convex portion 30 is disposed at the outermost side in the tire radial direction among the plurality of extending portions 50, air resistance is increased by generating turbulence in the convex portion 30. The effect of suppressing this can be obtained more effectively. In other words, when the pneumatic tire 1 rotates, the circumferential speed increases as it moves outward in the tire's radial direction, so the difference in relative speed between the tire side surface 21 and the surrounding air also increases as it moves outward in the tire's radial direction. . Therefore, by arranging the first extending portion 51 at the outermost position in the tire radial direction, the length C1 is within a range of 1.0 times or more and 6.0 times or less of the height FH of the arrangement possible area PA. Accordingly, the first extending portion 51 having a long length in the extending direction can be arranged at a position where the difference in relative speed with the surrounding air is large. 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 is more reliably reduced. can do. As a result, fuel efficiency can be improved more reliably.

The convex portion 30 also 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. Since the relationship is within the range of 1.2≦(Dmax/Dmin)≦3.5, it is possible to more reliably reduce rolling resistance, and to prevent obstacles that are likely to come into contact with the tire side surface 21. The convex portions 30 can be brought into contact easily. In other words, if the relationship between the distance Dmax and the distance Dmin is (Dmax/Dmin)<1.2, the shape in which the convex portion 30 is disposed is close to the shape along the tire circumferential direction, so the convex There is a possibility that the portion 30 makes 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 there is a possibility that it becomes difficult to reduce rolling resistance. Further, if the relationship between the distance Dmax and the distance Dmin is (Dmax/Dmin)>3.5, there is a risk that the inclination of the convex portion 30 in the tire radial direction with respect to the tire circumferential direction becomes too large, and the tire circumferential 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 there is a possibility that it becomes difficult to suppress damage to the tire side portion 20.

On the other hand, if the relationship between the distance Dmax and the distance Dmin is within the range of 1.2≦(Dmax/Dmin)≦3.5, turbulence is effectively generated by the convex portion 30 and the flow is more reliable. Not only can the rolling resistance be reduced, but also 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, both trauma resistance and fuel efficiency can be achieved more reliably.

In addition, since the convex portions 30 are formed in a range of 2 to 16 places on one tire side portion 20, the increase in air resistance during rotation of the pneumatic tire 1 is suppressed while suppressing the occurrence of cracks. This can be suppressed more reliably, and the damage resistance due to the convex portions 30 can be ensured at more positions on the circumference of the tire. In other words, if the number of convex portions 30 formed in one tire side portion 20 is less than two, the number of convex portions 30 is too small, and there is a risk that the turbulence generated by the convex portions 30 will be too small. . In this case, the turbulence may make it difficult to suppress an increase in air resistance during rotation of the pneumatic tire 1 and reduce rolling resistance. In addition, if the number of convex portions 30 formed in one tire side portion 20 is less than two, the number of convex portions 30 is too small, and depending on the shape and arrangement of the convex portions 30, there may be convex portions on the circumference of the tire. There is a possibility that there will be a portion where it is difficult to ensure the trauma resistance of the portion 30. Further, if the number of convex portions 30 formed in one tire side portion 20 is more than 16, the number of convex portions 30 is too large, and there is a possibility that cracks are likely to occur. That is, since the convex portions 30 are formed to protrude from the tire side surface 21, they are areas where stress concentration is likely to occur, but if there are too many convex portions 30, stress concentration is likely to occur at locations. This increases the likelihood that cracks will occur more easily.

On the other hand, if the number of convex portions 30 formed on one tire side portion 20 is 2 or more and 16 or less, the pneumatic tire It is possible to more reliably suppress an increase in air resistance during rotation of the tire 1, and it is also possible to ensure trauma resistance due to the convex portions 30 at more positions on the circumference of the tire. As a result, it is possible to more reliably achieve both external damage resistance and fuel efficiency while suppressing damage to the tire side portion 20.

Further, the convex portion 30 is such that the sum of the angles α of the plurality of convex portions 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. This makes it possible to prevent the total weight of the protrusions 30 from increasing too much while ensuring the external damage resistance of the protrusions 30 at more positions on the circumference of the tire. In other words, if 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, and the shape of the protrusions 30 Depending on the arrangement, there may be a portion on the circumference of the tire where it is difficult to ensure the external trauma resistance of the convex portion 30. Furthermore, if the sum of the angles α of the plurality of convex portions 30 exceeds 200% of the angle 2π of one circumference in the tire circumferential direction, the sum of the angles α of the convex portions 30 is too large, and the total weight of the convex portions 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 convex portions 30 increases, there is a possibility that the rolling resistance will deteriorate.

On the other hand, if the sum of the angles α of the plurality of convex portions 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 convex portions are formed at more positions on the tire circumference. By suppressing the total weight of the convex portions 30 from increasing too much while ensuring the trauma resistance of the portions 30, it is possible to suppress deterioration of rolling resistance. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Moreover, since one or more convex portions 30 are arranged at any position on the tire circumference by overlapping at the overlap portion 55, at any position on the tire circumference of the tire side surface 21, Damage resistance due to the convex portion 30 can be ensured. Moreover, by disposing one or more convex portions 30 at any position on the tire circumference, the convex portions 30 generate turbulent flow at any position on the tire circumference on the tire side surface 21. This makes it possible to more reliably reduce air resistance. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, the convex portion 30 has an angle γ in the tire circumferential direction in a range in which the overlap portion 55 extends in the tire circumferential direction, with respect to the angle α, in a range of 0.05≦(γ/α)≦0.30. Therefore, the effect of improving the trauma resistance can be more reliably obtained while suppressing an excessive increase in the weight of the convex portion 30. In other words, if the angle γ of the overlap portion 55 is (γ/α)<0.05 with respect to the angle α, the length of the overlap portion 55 in the tire circumferential direction is too short; Even if this is provided, there is a possibility that it will be difficult to effectively improve the trauma resistance. Further, if the angle γ of the overlap portion 55 is (γ/α)>0.30 with respect to the angle α, the length of the overlap portion 55 in the tire circumferential direction is too long, and the convex portion 30 There is a risk that the weight will increase too much. In this case, since the weight of the pneumatic tire 1 increases with the increase in the weight of the convex portion 30, there is a possibility that rolling resistance may deteriorate.

On the other hand, if the angle γ of the overlap portion 55 is within the range of 0.05≦(γ/α)≦0.30 with respect to the angle α, it is possible to prevent the weight of the convex portion 30 from increasing too much. By suppressing this, it is possible to more reliably obtain the effect of improving trauma resistance by providing the overlap portion 55 while suppressing deterioration of rolling resistance. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

Further, the convex portion 30 has a relationship between the maximum distance Pmax and the minimum distance Pmin in the tire direction between the overlapping portions of the overlap portion 55 within the range of 1.0≦(Pmax/Pmin)≦2.0. Therefore, by providing the convex portion 30, the effect of suppressing air resistance can be more reliably obtained. In other words, if 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 Since this is too large, there is a possibility that new turbulence will occur in the air flow passing between the convex portions 30. In this case, in addition to the air turbulence generated by providing the protrusions 30, new turbulence will occur, and there is a possibility that the effect of suppressing air resistance by providing the protrusions 30 will be reduced.

On the other hand, if 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 that overlap at the overlap portion 55 They can be brought close to parallel to each other, and by providing the convex portion 30, the effect of suppressing air resistance can be more reliably obtained. As a result, fuel efficiency can be improved more reliably.

Furthermore, since the convex portion 30 is formed across the tire maximum width position W on the tire side surface 21 in the tire radial direction, the position where turbulence 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 set near the center of SH. Thereby, rolling resistance can be more reliably reduced by the turbulent flow generated by the convex portions 30. As a result, fuel efficiency can be improved more reliably.

Further, since the convex portion 30 is formed on the tire side portion 20 on the outer side in the vehicle mounting direction, it is possible to more effectively improve the external damage resistance and fuel efficiency. In other words, since the tire side surface 21 on the outside in the vehicle mounting direction is a part that constitutes the exterior of the vehicle, it is likely to come into contact with obstacles such as curbstones. For this reason, by forming the convex portion 30 on the tire side surface 21 on the outside in the vehicle mounting direction, the convex portion 30 more reliably protects the tire side surface 21 on the outside in the vehicle mounting direction, which is likely to come into contact with obstacles such as curbstones. can do. Furthermore, since the entire tire side surface 21 on the outside in the vehicle mounting direction faces the outside of the vehicle, it is easily exposed to air flow when the vehicle is running. Therefore, by forming the convex portion 30 on the tire side surface 21 on the outside in the vehicle mounting direction, it is possible to generate effective turbulence at a position that is likely to receive the air flow when the vehicle is running. It is possible to effectively suppress an increase in air resistance during the rotation of No. 1 and more reliably reduce rolling resistance. As a result, both trauma resistance and fuel efficiency can be achieved more reliably.

[Modified example]
Note that in the pneumatic tire 1 according to the embodiment described above, the number of bent portions 40 formed in one convex portion 30 is two, but the number of bent portions 40 may be other than two. FIG. 16 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in which the convex portion 30 has one bent portion 40. FIG. 17 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in a case where the convex portion 30 has three bent portions 40. The number of bent portions 40 formed in one convex portion 30 may be, for example, one as shown in FIG. 16, or three as shown in FIG. 17. That is, as shown in FIG. 16, the extending portion 50 formed by the bent portion 40 in one convex portion 30 is divided into the first extending portion 51 and the second extending portion 52 by the bent portion 40 at one location. As shown in FIG. 17, three bent portions 40 may be used to divide the first extending portion 51, the second extending portion 52, the third extending portion 53, and the fourth extending portion. 54 may be divided into four sections. Regardless of the number of bent portions 40, one convex portion 30 is formed with a curved extending portion 61 and a linearly extending portion 65. , by extending with portions having different curvatures, it is possible to easily generate turbulent flow in the convex portion 30. Thereby, it is possible to effectively suppress an increase in air resistance due to turbulence during rotation of the pneumatic tire 1, and it is possible to more reliably reduce rolling resistance and improve fuel efficiency.

Furthermore, in the pneumatic tire 1 according to the embodiment described above, among the plurality of extension parts 50 that one convex part 30 has, the first extension part 51 having the longest length is located furthest in the tire radial direction. However, the first extending portion 51 does not need to be located at the outermost position in the tire radial direction. FIG. 18 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in a case where the first extending portion 51 is located inside the second extending portion 52 in the tire radial direction. For example, as shown in FIG. 18, the extending portion 50 formed in one convex portion 30 has a first extending portion 51, which is the longest extending portion 50 among the plurality of extending portions 50. , may be located on the inner side of the second extending portion 52 in the tire radial direction. In the convex portion 30, the length C1 of the first extending portion 51 is 1.5 times or more the length C2 of the second extending portion 52, regardless of the position of the first extending portion 51 in the tire radial direction. By being within the range of twice or less, the convex portion 30 can effectively generate turbulent flow, and the first extending portion 51 can more reliably protect the tire side portion 20 and suppress the turbulent flow. It can be generated. This makes it possible to achieve both external damage resistance and fuel efficiency.

Furthermore, in the pneumatic tire 1 according to the embodiment described above, among the plurality of extension parts 50, the second extension part 52, which is the highest extension part 56, has the highest extension part average height, and the first extension part 52 has the highest extension part average height. The extension portion 51 and the third extension portion 53 have a lower average extension height than the second extension portion 52, but the bent portions 40 formed in one convex portion 30 are formed at three or more locations. Even in such a case, it is preferable that the average height of the extending portions decreases as the extending portions 50 are further away from the highest extending portion 56. FIG. 19 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of the average height of the extending portions of the plurality of extending portions 50 of the convex portion 30 having four bent portions 40. . For example, in the case where one convex portion 30 has four bent portions 40 and five extending portions 50 are partitioned by the bent portions 40, the highest extending portion 56 is the highest extending portion 56 of the five extending portions 50. As shown in FIG. 19, when the extending portion 50 is located at the center in the direction in which the extending portions 50 are lined up, the average height of the extending portions 50 other than the highest extending portion 56 is the highest. It is preferable that the height decreases as the distance from the extension portion 56 increases.

Specifically, in the convex portion 30 shown in FIG. 19, the extending portion 50 located at the center in the direction in which the extending portions 50 are lined up has a maximum height portion Hm that is the highest height portion in the convex portion 30. Accordingly, the extending portion 50 is provided as the highest extending portion 56. Further, among the plurality of extension parts 50, the extension part 50 that is continuous from the highest extension part 56 via the bent part 40 is provided as an adjacent extension part 57, and the adjacent extension part 57 is The average height of the existing portion is lower than the average height of the maximum extension portion 56. Furthermore, in the convex portion 30 shown in FIG. 19, among the plurality of extending portions 50, the extending portion 50 located on the opposite side of the side where the highest extending portion 56 is located when viewed from the adjacent extending portion 57 is The average height of the existing portion is equal to or lower than the average height of the adjacent extending portion 57 . In other words, in the convex portion 30, the plurality of extending portions 50 from the adjacent extending portion 57 to the extending portion 50 located at the end in the extending direction of the convex portion 30 have an average height of the extending portions of the adjacent extending portions. The height is less than or equal to the average height of the extended portion of the existing portion 57.

The height of the convex part 30 decreases as it moves away from the highest extension part 56 in the extending direction of the convex part 30, thereby generating turbulent flow due to the convex part 30 and changing the height from the tire side surface 21. By making the curve as gentle as possible, it is possible to suppress an excessive increase in air resistance due to the provision of the convex portion 30. Thereby, an increase in air resistance during rotation of the pneumatic tire 1 can be more reliably suppressed, and rolling resistance can be reduced more reliably. As a result, fuel efficiency can be improved more reliably.

As described above, in the convex portion 30, regardless of the number of bent portions 40, at least the height Hc of the extending portion 50 located on the outer side in the tire radial direction than the highest extending portion 56 is equal to the height of the highest extending portion 56. It is preferable that the height Hc of the extension part 50 located inside the maximum extension part 56 in the tire radial direction is also lower than the height Hc of the maximum extension part 56. At this time, it is preferable that the height Hc of the convex portion 30 gradually decreases as it goes outward in the tire radial direction from the maximum height portion Hm or as it goes inward in the tire radial direction from the maximum height portion Hm.

Moreover, the width Wc of the convex part 30 is determined within a predetermined range in the extending part 50 or in the extending part 50 having the maximum width part Wm of the plurality of extending parts 50. 50 may be formed with the width Wc of the maximum width portion Wm. Further, among the plurality of extending portions 50, in the extending portion 50 on the outer side in the tire radial direction than the extending portion 50 having the maximum width portion Wm of the protruding portion 30, the width Wc is greater than the maximum width portion Wm. The width Wc is preferably narrower than the width Wc of the extension portion 50 having the maximum width portion Wm, and the extension portion 50 on the inner side in the tire radial direction than the extension portion 50 having the maximum width portion Wm has a width Wc of It is more preferable that the width is narrower than the width Wc of the portion 50.

Furthermore, in the pneumatic tire 1 according to the embodiment described above, 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 with the height direction of the convex portion 30 being the longitudinal direction. However, the convex portion 30 may be formed in a shape other than this. FIG. 20 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram when the cross-sectional shape of the convex portion 30 is formed in a horizontally long rectangular shape. FIG. 21 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram when the cross-sectional shape of the convex portion 30 is formed in a trapezoidal shape. FIG. 22 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram when 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 may be, for example, as shown in FIG. It may be formed in a substantially trapezoidal shape whose width becomes narrower as the distance from the surface 21 increases, or it may be formed in a substantially triangular shape as shown in FIG.

As shown above, the cross-sectional shape of the convex portion 30 is not limited as long as it can protrude from the tire side surface 21 and generate turbulent flow. Further, the convex portion 30 may not have the same shape depending on the position in the extending direction, and may have a different cross-sectional shape depending on the position in the extending direction of the convex portion 30.

FIG. 23 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in a case where an arcuate portion 35 is formed at the base of the convex portion 30. Furthermore, an arcuate portion 35 as shown in FIG. 23 is formed at the portion of the convex portion 30 that is 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 reasons. In this case, it is preferable that the width Wc of the convex portion 30 includes the arc portion 35. By defining the width of the convex portion 30 by defining the width including the arcuate portion 35 as the width Wc of the convex portion 30, the shape of the convex portion 30 can be changed to a more appropriate shape in consideration of stress concentration reduction and manufacturing convenience. can be made into something.

Further, in the pneumatic tire 1 according to the embodiment described above, 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 convex portions 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 convex portions 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 convex portions 30, and the 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 trauma resistance and fuel efficiency.

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

As described above, the secondary effects obtained differ depending on the tire side portion 20 in which the convex portion 30 is provided. It suffices if it is formed in at least one of the tire side parts 20 located in the tire side parts 20 .

Furthermore, in the pneumatic tire 1 according to the embodiment described above, the virtual circle Vc (see FIG. 8) used when determining the angle θn between the center lines of the two extending portions 50 that are continuous via the bent portion 40; , a virtual circle Vc (see FIG. 9) used when comparing the inclinations of the extension parts 50, and a virtual circle used when specifying that the first extension part 51 and the third extension part 53 are substantially parallel. The radius of the circle Vp (see FIG. 13) is 1/2 of the length of the shorter extension part 50 among the extension parts 50 to be compared, but the virtual circle Vc and the virtual circle Vp may have a size other than this. The virtual circle Vc and the virtual circle Vp may have a preset radius, such as a circle with a radius of 10 mm, for example. It is preferable to use appropriate circles as the virtual circle Vc and the virtual circle Vp depending on the size and shape of the convex portion 30.

Further, in the pneumatic tire 1 according to the embodiment described above, the plurality of convex portions 30 and the first extending portion 51 formed on one tire side surface 21 are arranged so that the tire faces when going 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 extending portions 51 may not be the same. For example, when the plurality of convex portions 30 formed on one tire side surface 21 are inclined in the tire radial direction when facing a predetermined direction in the tire circumferential direction, the convex portions 30 adjacent to each other in the tire circumferential direction are , may be in opposite directions. In other words, the plurality of convex portions 30 formed on one tire side surface 21 are arranged such that the inclination directions of the convex portions 30 adjacent to each other in the tire circumferential direction are opposite to each other. They may be arranged in a V-shape. Since the inclination directions of the convex portions 30 in the tire radial direction relative to the tire circumferential direction are opposite to each other, turbulence can be appropriately generated by the convex portions 30 no matter which direction the pneumatic tire 1 rotates. This makes it possible to suppress the increase in air resistance and reduce rolling resistance. Thereby, fuel efficiency can be improved regardless of the rotation direction of the pneumatic tire 1.

[Example]
24A to 24D are charts showing the results of performance evaluation tests for pneumatic tires. The following describes the performance of the pneumatic tire 1 described above on a conventional pneumatic tire, a pneumatic tire 1 according to the present invention, and a comparative pneumatic tire compared with the pneumatic tire 1 according to the present invention. Explain the evaluation test. Performance evaluation tests were conducted on fuel efficiency and trauma resistance.

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

The evaluation method for each test item was as follows: For fuel efficiency, an evaluation vehicle equipped with test tires was run on a test course with a total length of 2 km at 100 km/h for 50 laps, and the amount of fuel consumed during the test run was measured. . The fuel efficiency performance was expressed as an index of the reciprocal of the measured fuel consumption, with the conventional example described below being 100. The larger this number is, the lower the fuel consumption is, indicating that the fuel efficiency is excellent.

In addition, regarding trauma resistance, an evaluation vehicle equipped with the test tires collided the tire against a 100 mm high curb at an approach angle of 45 degrees and an approach speed of 10 km/h, and the approach speed was gradually increased from 10 km/h. The approach speed at which the tire burst was measured. The trauma resistance was expressed as an index of the approach speed leading to burst, with the conventional example described below being 100. The larger this value is, the less likely bursts will occur and the better the trauma resistance will be.

The performance evaluation test was conducted on a conventional pneumatic tire that is an example of a conventional pneumatic tire, Examples 5 to 25 that are pneumatic tires 1 according to the present invention, and pneumatic tires that were compared with the pneumatic tire according to the present invention. The tests were conducted on 27 types of pneumatic tires , including Comparative Examples, which are pneumatic tires, and Reference Examples 1 to 4 . Among these, the conventional pneumatic tire has a convex portion 30 formed on the tire side portion 20, but the convex portion 30 is formed in a straight line and does not have a portion with a different curvature. Further, although the pneumatic tire of the comparative example has the convex portion 30 having portions with different curvature sizes, the thickness Ga of the tire side portion 20 at the tire maximum width position W is 2 mm or more and 9 mm or less. is not within the range.

On the other hand, in all of Examples 5 to 25, which are examples of the pneumatic tire 1 according to the present invention, the convex portion 30 extends with portions having different curvatures, and the tire The thickness Ga of the tire side portion 20 at the wide position W is within the range of 2 mm or more and 9 mm or less. Furthermore, the pneumatic tires 1 according to Examples 5 to 25 and Reference Examples 1 to 4 have a length C1 of the first extending portion 51 with respect to 70% of the tire cross-sectional height SH, and a length C1 of the first extending portion 51 with respect to 70% of the tire cross-sectional height %, the length C1 of the first extending portion 51 relative to the length C2 of the second extending portion 52, and the length C1 of the first extending portion 51 among the plurality of curved extending portions 61. The size of curvature, the radius of curvature Rc1 of the first extending portion 51 with respect to the radius of curvature Rct of the tire outer diameter portion 25, the radius of curvature Rc1 of the first extending portion 51 with respect to the radius of curvature of the curved extending portion 61 with the smallest radius of curvature , the side where the center of the radius of curvature Rc1 of the first extending portion 51 is located relative to the first extending portion 51 in the tire radial direction, the maximum height relative to the maximum width of the first extending portion 51, the first extending portion 51, whether the height of the first extending portion 51 decreases toward the outside in the tire radial direction, whether or not the width of the extending portion 50 changes at a position straddling the bending portion 40, and the pneumatic tire. 1, the angle θ1 formed by the first extending portion 51 and the second extending portion 52, the bending The number of portions 40 and the length C1 of the first extending portion 51 with respect to the length C3 of the third extending portion 53 are different.

As a result of performing a performance evaluation test using these pneumatic tires 1, as shown in FIGS. 24A to 24D, the pneumatic tires 1 according to Examples 5 to 25 had better fuel efficiency and durability than the conventional examples. It was found that both traumatic and traumatic performance can be improved. In other words, the pneumatic tires 1 according to Examples 5 to 25 can achieve both trauma resistance and fuel efficiency.

1 Pneumatic tire 2 Tread portion 3 Shoulder portion 4 Sidewall portion 5 Bead portion 6 Carcass layer 7 Belt layer 8 Belt reinforcement layer 9 Inner liner 10 Ground contact surface 11 Bead core 12 Bead filler 14 Bead heel 16 Circumferential groove 18 Tread rubber 20 Tire side Part 21 Tire side surface 25 Tire outer diameter part 30 Convex part 31 End part 35 Arc part 40 Bent part 50 Extension part 51 First extension part 51a End part 51c Center line 52 Second extension part 52c Center line 53 Third Extension part 53a End part 53c Center line 54 Fourth extension part 55 Overlap part 56 Highest extension part 57 Adjacent extension part 61 Curved extension part 62 Minimum curve extension part 65 Straight line extension part

Claims (16)

A plurality of tire side surfaces formed on at least one of the tire side portions located on both sides in the tire width direction, protruding from the tire side surface that is the surface of the tire side portion, and extending along the tire side surface. Equipped with a convex part,
The convex portion extends with portions having different curvature sizes,
The length of the convex portion is within a range of 1.5 times or more and 7.0 times or less of 70% of the tire cross-sectional height,
A pneumatic tire characterized in that 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 convex portion has at least one bent portion that is a position where the extending direction of the convex portion changes, and has a plurality of extending portions partitioned by the bent portion,
One of the extension portions is formed with one size of curvature,
The first extension part, which is the longest extension part among the plurality of extension parts, has a length within a range of 1.0 times or more and 6.0 times or less of 70% of the tire cross-sectional height. The pneumatic tire according to claim 1 . The convex portion has at least one bent portion that is a position where the extending direction of the convex portion changes, and has a plurality of extending portions partitioned by the bent portion,
One of the extension portions is formed with one size of curvature,
The first extending part, which is the longest extending part among the plurality of extending parts, has a length that is continuous from the first extending part through the bent part. The pneumatic tire according to claim 1 or 2, wherein the pneumatic tire is within a range of 1.5 times or more and 30 times or less the length of a certain second extension part. The plurality of extending portions have a plurality of curved extending portions having a curvature greater than 0 and having different curvature sizes,
The air pump according to claim 2 or 3 , wherein the first extending portion is formed of the curved extending portion and is formed by the curved extending portion having the smallest curvature among the plurality of curved extending portions. tire. The pneumatic tire according to claim 4 , wherein the first extending portion has a radius of curvature within a range of 50% or more and 200% or less of the radius of curvature of the outer diameter portion of the tire. The first extending portion has a radius of curvature within a range of 1.2 times or more and 10.0 times or less of the radius of curvature of the curved extending portion having the smallest radius of curvature among the plurality of curved extending portions. The pneumatic tire according to claim 4 or 5 . The pneumatic tire according to any one of claims 4 to 6 , wherein the center of the radius of curvature of the first extending portion is located inside in the tire radial direction with respect to the first extending portion. The air according to any one of claims 2 to 7 , wherein the first extending portion has a maximum height in a range of 1.1 times or more and 5.0 times or less of the maximum width of the first extending portion. Included tires. The pneumatic tire according to any one of claims 2 to 8 , 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 2 to 9 , wherein the height of the first extending portion from the tire side surface decreases toward the outside in the tire radial direction. The pneumatic tire according to any one of claims 2 to 10 , wherein the plurality of extending portions have a width that changes at a position straddling the bent portion. The pneumatic tire is mounted on the vehicle so as to rotate in a designated rotation direction around a rotation axis when the vehicle moves forward;
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 arriving side to the second arriving side in the rotation direction. Pneumatic tires listed in. The convex portion is located between a center line in the width direction of the first extending portion and a center in the width direction of the second extending portion, which is the extending portion that is continuous from the first extending portion via the bent portion. The pneumatic tire according to any one of claims 2 to 12 , wherein the angle θ1 formed with the line is within the range of 90°≦θ1≦170°. The pneumatic tire according to any one of claims 2 to 13 , wherein the convex portion has a plurality of bent portions. The length of the first extending portion of the convex portion is
Among the plurality of extension parts, the length of the extension part other than the second extension part that is the extension part continuous from the first extension part via the bending part and the first extension part. The pneumatic tire according to any one of claims 2 to 14, wherein the pneumatic tire is within the range of 1.2 times or more and 25 times or less. 2. The convex portion has an angle θn between center lines in the width direction of the two extending portions that are continuous through the bent portion, and is within a range of 90°≦θn≦170°. The pneumatic tire according to any one of items 1 to 15 .

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