JP2008114810A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2008114810A
JP2008114810A JP2006302049A JP2006302049A JP2008114810A JP 2008114810 A JP2008114810 A JP 2008114810A JP 2006302049 A JP2006302049 A JP 2006302049A JP 2006302049 A JP2006302049 A JP 2006302049A JP 2008114810 A JP2008114810 A JP 2008114810A
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tire
vehicle
cross
shoulder
pneumatic
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JP5018022B2 (en
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Izumi Kuramochi
泉 蔵持
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of improving rolling resistance while maintaining motion performance, in particular, controllability and stability at a conventional level without increasing manufacturing cost. <P>SOLUTION: In the pneumatic tire T1, the vehicle fitting direction is designated, and a recessed part 12 annularly extended in the tire circumferential direction is provided on the surface of a shoulder part 2A positioned in the inner side of a vehicle. Due to the recessed part 12, the contour of the tire T1 is asymmetrical between the inner side and outer side of the vehicle with respect to the tire equatorial plane CL. The cross sectional area A on the tire meridian cross section in a tire inner side portion Ta from the tire equatorial plane CL to a carcass layer maximum width position Pa located in the inner side of the vehicle is set smaller than the cross sectional area B on the tire meridian cross section in a tire outer side portion Tb from the tire equatorial plane CL to a carcass layer maximum width position Pb located in the outer side of the vehicle. A ratio (B-A)/(A+B) of a difference B-A between the cross sectional areas A, B to a sum A+B of the cross sectional areas A, B is set within a range of 0.05 to 0.20. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、空気入りタイヤに関し、更に詳しくは、操縦安定性を維持しながら転がり抵抗を改善するようにした空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that improves rolling resistance while maintaining steering stability.

タイヤの転がり抵抗は、車両の燃費に大きく影響する。この転がり抵抗を改善する手法の一つとして、タイヤを軽量化することにより転がり抵抗を改善できることが知られている。しかしながら、単にタイヤ構成部材の使用量を減らして軽量化すると、操縦安定性などの運動性能が低下する。   Tire rolling resistance greatly affects the fuel consumption of a vehicle. As one of the techniques for improving the rolling resistance, it is known that the rolling resistance can be improved by reducing the weight of the tire. However, simply reducing the amount of tire constituents used to reduce the weight reduces the exercise performance such as steering stability.

そこで、従来、ベルト層やベルト補強層に特定の補強コードを使用し、それにより操縦安定性を従来レベル以上に維持しながら、軽量化による転がり抵抗の改善を図るようにした技術が提案されている（例えば、特許文献１参照）。しかしながら、特定の補強コードを使用するため、タイヤの製造コストが増加するという問題があった。
特開平７−９６７０９号公報 Therefore, conventionally, a technology has been proposed in which a specific reinforcing cord is used for the belt layer or the belt reinforcing layer, thereby improving the rolling resistance by reducing the weight while maintaining the steering stability at a level higher than the conventional level. (For example, refer to Patent Document 1). However, since a specific reinforcing cord is used, there is a problem that the manufacturing cost of the tire increases.
JP 7-96709 A

本発明の目的は、製造コストの増加を招くことなく、運動性能、特に操縦安定性を従来レベルに維持しながら、転がり抵抗を改善することが可能な空気入りタイヤを提供することにある。   It is an object of the present invention to provide a pneumatic tire that can improve rolling resistance while maintaining exercise performance, particularly steering stability, at a conventional level without increasing the manufacturing cost.

上記目的を達成する本発明の空気入りタイヤは、左右のビード部間にカーカス層を延設した、車両装着方向が指定された空気入りタイヤであって、車両内側に位置するショルダー部の表面にタイヤ周方向に環状に延在する窪み部を設け、該窪み部によりタイヤの輪郭をタイヤ赤道面に対して車両内側と車両外側で非対称に形成し、タイヤ赤道面から車両内側に位置するカーカス層最大幅位置までのタイヤ内側部分のタイヤ子午線断面における断面積Ａを、タイヤ赤道面から車両外側に位置するカーカス層最大幅位置までのタイヤ外側部分のタイヤ子午線断面における断面積Ｂより小さくし、かつ断面積Ａ，Ｂの差Ｂ−Ａと断面積Ａ，Ｂの和Ａ＋Ｂの比（Ｂ−Ａ）／（Ａ＋Ｂ）を０．０５〜０．２０にしたことを特徴とする。   A pneumatic tire according to the present invention that achieves the above object is a pneumatic tire in which a carcass layer is extended between left and right bead portions and a vehicle mounting direction is specified, and is provided on a surface of a shoulder portion located on the inner side of the vehicle. A carcass layer that is provided with a hollow portion extending annularly in the tire circumferential direction, and that forms a tire profile asymmetrically with respect to the tire equator plane on the vehicle inner side and the vehicle outer side, and is located on the vehicle inner side from the tire equator surface The cross-sectional area A in the tire meridian cross section of the tire inner portion up to the maximum width position is made smaller than the cross-sectional area B in the tire meridian cross section of the tire outer portion from the tire equator plane to the carcass layer maximum width position located outside the vehicle; The ratio (B−A) / (A + B) of the difference B−A between the cross sectional areas A and B and the sum A + B of the cross sectional areas A and B is 0.05 to 0.20.

上記本発明によれば、ショルダー部に窪み部を設けたので、その窪み部の分だけタイヤ重量を減らすことができ、従って、軽量化効果による転がり抵抗の改善が可能になる。しかも、単に窪み部を設けるだけでよいので、タイヤの製造コストが増加することがない。   According to the present invention, since the hollow portion is provided in the shoulder portion, the tire weight can be reduced by the amount corresponding to the hollow portion, and therefore, the rolling resistance can be improved due to the lightening effect. Moreover, the tire manufacturing cost does not increase because it is only necessary to provide the recess.

また、操縦安定性に対する影響が少ない車両内側に位置するショルダー部に上記のような窪み部を設けたので、タイヤの軽量化を図りながら、操縦安定性を窪み部がない従来と同等のレベルに維持することができる。   In addition, since the above-mentioned depression is provided in the shoulder located on the inner side of the vehicle that has little influence on steering stability, the steering stability is reduced to the same level as the conventional one without depression, while reducing the weight of the tire. Can be maintained.

以下、本発明の実施の形態について添付の図面を参照しながら詳細に説明する。
図１は本発明の空気入りタイヤの一実施形態を示し、この空気入りタイヤＴ１は、車両装着方向が指定されており、タイヤ赤道面ＣＬより一方側（図１の左側）を車両内側に、タイヤ赤道面ＣＬより他方側（図１の右側）を車両外側にして、車両に装着するようになっている。 Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an embodiment of a pneumatic tire according to the present invention. The pneumatic tire T1 has a vehicle mounting direction designated, and one side (left side in FIG. 1) of the tire equatorial plane CL is on the inside of the vehicle. The other side of the tire equatorial plane CL (the right side in FIG. 1) is the vehicle outer side and is mounted on the vehicle.

図中、１はトレッド部、２はショルダー部、３はサイドウォール部、４はビード部であり、左右のビード部４の外周側に左右のサイドウォール部３が配置され、左右のサイドウォール部３の外周側に左右のショルダー部２が配設され、左右のショルダー部２間にトレッド部１が延設されている。   In the figure, 1 is a tread portion, 2 is a shoulder portion, 3 is a sidewall portion, 4 is a bead portion, and left and right sidewall portions 3 are arranged on the outer peripheral side of the left and right bead portions 4. The left and right shoulder portions 2 are disposed on the outer peripheral side of 3, and the tread portion 1 extends between the left and right shoulder portions 2.

タイヤ内の左右のビード部４間には、タイヤ径方向に延在する補強コードをタイヤ周方向に所定の間隔で配列してゴム層に埋設した１層のカーカス層５が延設され、その両端部５ａがビード部４に埋設したビードコア６の周りにビードフィラー７を挟み込むようにしてタイヤ内側から外側に折り返されている。トレッド部１のカーカス層５の外周側には、タイヤ周方向に対して傾斜配列したスチールコードなどの補強コードをゴム層に埋設した２層のベルト層８が設けられている。   Between the left and right bead portions 4 in the tire, a single carcass layer 5 in which reinforcing cords extending in the tire radial direction are arranged at predetermined intervals in the tire circumferential direction and embedded in a rubber layer is extended. Both end portions 5a are folded back from the inner side of the tire so as to sandwich the bead filler 7 around the bead core 6 embedded in the bead portion 4. On the outer peripheral side of the carcass layer 5 of the tread portion 1, there are provided two belt layers 8 in which reinforcing cords such as steel cords inclined with respect to the tire circumferential direction are embedded in the rubber layer.

２層のベルト層８の両端部の外周側には、それぞれ有機繊維コードをタイヤ周方向に螺旋状に巻回した１層のベルトエッジカバー層９が配設されている。トレッド面１Ａには、タイヤ周方向に延在する主溝１０とタイヤ幅方向に延在する横溝（不図示）によりリブやブロックからなる陸部１１が区分形成されている。   On the outer peripheral side of both end portions of the two belt layers 8, a single belt edge cover layer 9 in which an organic fiber cord is spirally wound in the tire circumferential direction is disposed. On the tread surface 1A, a land portion 11 made of ribs or blocks is formed by a main groove 10 extending in the tire circumferential direction and a lateral groove (not shown) extending in the tire width direction.

車両内側に位置するショルダー部２Ａの表面には、１つの窪み部１２がタイヤ周方向に環状に延設されている。この窪み部１２は、断面形状が大きな曲率半径を有する円弧状に形成され、タイヤ周方向に沿って直線状に延在している。このような窪み部１２を設けることにより、タイヤの輪郭（外表面プロファイル）をタイヤ赤道面ＣＬに対して車両内側と車両外側で非対称に形成してある。   One recess 12 extends annularly in the tire circumferential direction on the surface of the shoulder 2A located inside the vehicle. The hollow portion 12 is formed in an arc shape having a large curvature radius in cross section, and extends linearly along the tire circumferential direction. By providing such a hollow portion 12, the contour (outer surface profile) of the tire is formed asymmetrically with respect to the tire equatorial plane CL on the vehicle inner side and the vehicle outer side.

タイヤ赤道面ＣＬから車両内側に位置するカーカス層５の最大幅位置Ｐａまでのタイヤ内側部分Ｔａのタイヤ子午線断面における断面積をＡ（ｍｍ2 ）、タイヤ赤道面ＣＬから車両外側に位置するカーカス層５の最大幅位置Ｐｂまでのタイヤ外側部分Ｔｂのタイヤ子午線断面における断面積をＢ（ｍｍ2 ）とすると、タイヤ内側部分Ｔａの断面積Ａがタイヤ外側部分Ｔｂの断面積Ｂより小さくなっており、断面積Ａ，Ｂの差Ｂ−Ａと断面積Ａ，Ｂの和Ａ＋Ｂの比（Ｂ−Ａ）／（Ａ＋Ｂ）を０．０５〜０．２０の範囲にしている。 The cross-sectional area in the tire meridian section of the tire inner portion Ta from the tire equator plane CL to the maximum width position Pa of the carcass layer 5 positioned on the vehicle inner side is A (mm 2 ), and the carcass layer positioned on the vehicle outer side from the tire equator plane CL If the cross-sectional area in the tire meridian section of the tire outer portion Tb up to the maximum width position Pb of 5 is B (mm 2 ), the cross-sectional area A of the tire inner portion Ta is smaller than the cross-sectional area B of the tire outer portion Tb. The ratio (B−A) / (A + B) of the difference B−A between the cross sectional areas A and B and the sum A + B of the cross sectional areas A and B is in the range of 0.05 to 0.20.

なお、ここで言う断面積とは、タイヤの外表面に文字や記号、数字などのマークが突設されている場合には、そのマークを排除した時の断面積である。また、マークがタイヤの外表面に凹状に形成されている場合には、その凹部を含めた（凹部ない状態の）断面積である。また、図１に示すように主溝１０などの溝がトレッド面１Ａにある場合には、その溝の断面積を含めた（溝がない状態の）断面積である。   The cross-sectional area referred to here is a cross-sectional area when a mark such as a letter, a symbol, or a number protrudes from the outer surface of the tire when the mark is excluded. Moreover, when the mark is formed in a concave shape on the outer surface of the tire, it is a cross-sectional area including the concave portion (with no concave portion). Further, as shown in FIG. 1, when a groove such as the main groove 10 is on the tread surface 1 </ b> A, the cross-sectional area including the cross-sectional area of the groove (with no groove) is included.

上述した本発明によれば、ショルダー部２Ａに窪み部１２を設けることにより、その窪み部の分だけタイヤ重量を減らすことができるので、転がり抵抗の改善が可能になる。また、単に窪み部１２を設けるだけでよいので、タイヤの製造コストの増加を回避することができる。   According to the present invention described above, by providing the recess 12 in the shoulder 2A, the tire weight can be reduced by the amount corresponding to the recess, so that the rolling resistance can be improved. Moreover, since it is only necessary to provide the recess 12, it is possible to avoid an increase in tire manufacturing costs.

他方、車両のコーナリング時には、車両のコーナリング外側に位置するタイヤの車両装着外側の領域に大きな力が作用する。即ち、右旋回時には車両の左側に配置したタイヤの車両装着外側の領域に、左旋回時には車両の右側に配置したタイヤの車両装着外側の領域に大きな力が作用する。従って、操縦安定性には、タイヤの車両装着外側の領域が大きく影響する。そこで、本発明では、操縦安定性に対する影響が少ない車両内側に位置するショルダー部２Ａに上述した窪み部１２を設けるようにしたのである。これにより、タイヤの軽量化を図りながら、運動性能、特に操縦安定性を窪み部がない従来と同等のレベルに維持することができる。   On the other hand, during cornering of the vehicle, a large force acts on a region outside the vehicle mounting of the tire located outside the cornering of the vehicle. That is, a large force is applied to a region outside the vehicle mounting of the tire arranged on the left side of the vehicle when turning right, and a region outside the vehicle mounting of the tire arranged on the right side of the vehicle when turning left. Therefore, the steering stability is greatly influenced by the region outside the vehicle where the tire is mounted. Therefore, in the present invention, the above-described recess portion 12 is provided in the shoulder portion 2A located on the inner side of the vehicle with little influence on the steering stability. Thereby, while aiming at weight reduction of a tire, athletic performance, especially steering stability, can be maintained at the same level as the past without a hollow part.

比（Ｂ−Ａ）／（Ａ＋Ｂ）が０．０５より小さいと、軽量化効果が不足するため、転がり抵抗を効果的に改善することができない。逆に比（Ｂ−Ａ）／（Ａ＋Ｂ）が０．２０より大きくなると、ショルダー部２Ａの強度不足により操縦安定性が低下する。好ましくは、比（Ｂ−Ａ）／（Ａ＋Ｂ）を０．１５〜０．２０の範囲にするのがよい。   If the ratio (B−A) / (A + B) is smaller than 0.05, the effect of reducing the weight is insufficient, so that the rolling resistance cannot be effectively improved. Conversely, when the ratio (BA) / (A + B) is greater than 0.20, steering stability is lowered due to insufficient strength of the shoulder portion 2A. Preferably, the ratio (BA) / (A + B) is in the range of 0.15 to 0.20.

図２は、本発明の空気入りタイヤの他の実施形態を示す。この空気入りタイヤＴ２は、図１に示す空気入りタイヤＴ１において、更に車両外側に位置するショルダー部２Ｂの表面にも、窪み部１３をタイヤ周方向に環状に延設したものである。タイヤ周方向に沿って直線状に延在する窪み部１３は、断面形状が小さな曲率半径を有する円弧状に形成されている。両窪み部１２，１３の開口幅Ｗａ，Ｗｂは、窪み部１３の開口幅Ｗｂが窪み部１２の開口幅Ｗａより狭く、Ｗａ＞Ｗｂの関係になっている。   FIG. 2 shows another embodiment of the pneumatic tire of the present invention. This pneumatic tire T2 is a pneumatic tire T1 shown in FIG. 1, in which a recessed portion 13 is annularly extended in the tire circumferential direction also on the surface of a shoulder portion 2B located outside the vehicle. The hollow portion 13 extending linearly along the tire circumferential direction is formed in an arc shape having a small curvature radius in cross-sectional shape. The opening widths Wa and Wb of the hollow portions 12 and 13 are such that the opening width Wb of the hollow portion 13 is narrower than the opening width Wa of the hollow portion 12 and Wa> Wb.

両窪み部１２，１３の深さｄａ，ｄｂは、窪み部１２の深さｄａより窪み部１３の深さｄｂが浅くなっており、ｄａ＞ｄｂの関係にしてあり、窪み部１３は窪み部１２より容積が大幅に小さくなっている。他の構成は図１の空気入りタイヤ１と同じであるため、同一構成要素には同じ符号を付し、詳細な説明は省略する。なお、ここで言う窪み部の深さとは、窪み部の両開口端間を結ぶ直線ｘから窪み部の底の最深部位まで最短距離で測定した深さである。   The depths da and db of the both recessed portions 12 and 13 are such that the depth db of the recessed portion 13 is shallower than the depth da of the recessed portion 12, and the relationship of da> db is established, and the recessed portion 13 is the recessed portion. The volume is significantly smaller than 12. Since the other structure is the same as the pneumatic tire 1 of FIG. 1, the same code | symbol is attached | subjected to the same component and detailed description is abbreviate | omitted. In addition, the depth of a hollow part said here is the depth measured by the shortest distance from the straight line x which connects between both opening ends of a hollow part to the deepest part of the bottom of a hollow part.

ショルダー部２は、他の部分よりゴムの肉厚が厚いので、ゴムの量を多少減らしても運動性能に大きな影響がない。そこで、このように車両外側に位置するショルダー部２Ｂにも窪み部１３を設けたのである。これにより、タイヤ重量を一層軽減し、転がり抵抗をより改善することができる。   Since the shoulder portion 2 has a thicker rubber than other portions, even if the amount of rubber is slightly reduced, there is no significant effect on the exercise performance. Therefore, the recess 13 is also provided in the shoulder 2B located outside the vehicle in this way. Thereby, the tire weight can be further reduced and the rolling resistance can be further improved.

窪み部１２，１３の開口幅Ｗａ，Ｗｂや深さｄａ，ｄｂは、上記した比（Ｂ−Ａ）／（Ａ＋Ｂ）の範囲内において、タイヤのサイズ等により適宜設定することができる。   The opening widths Wa and Wb and the depths da and db of the depressions 12 and 13 can be set as appropriate depending on the tire size and the like within the range of the ratio (BA) / (A + B).

本発明は、特に乗用車用の空気入りタイヤに好ましく用いることができるが、それに限定されない。   Although this invention can be preferably used especially for the pneumatic tire for passenger cars, it is not limited to it.

タイヤサイズを１９５／６５Ｒ１５で共通にし、比（Ｂ−Ａ）／（Ａ＋Ｂ）を０．１７にした図１に示す構成の本発明タイヤ１と、本発明タイヤ１において両ショルダー部に窪み部を設けた図２に示す構成の本発明タイヤ２と、本発明タイヤ１において窪み部を設けていない従来タイヤをそれぞれ試験タイヤとして作製した。   The tire 1 of the configuration shown in FIG. 1 in which the tire size is common to 195 / 65R15 and the ratio (B−A) / (A + B) is 0.17, and in the tire 1 of the present invention, hollow portions are formed in both shoulder portions. The tire 2 of the present invention having the configuration shown in FIG. 2 and the conventional tire in which the hollow portion is not provided in the tire 1 of the present invention were produced as test tires, respectively.

これら各試験タイヤをＪＡＴＭＡに規定する標準リムに装着し、空気圧を２００ｋＰａにして、以下に示す試験方法により、転がり抵抗と操縦安定性の評価試験を行ったところ、表１に示す結果を得た。   Each of these test tires was mounted on a standard rim prescribed by JATMA, the air pressure was set to 200 kPa, and an evaluation test of rolling resistance and steering stability was performed by the following test methods. The results shown in Table 1 were obtained. .

転がり抵抗
各試験タイヤを測定ドラム試験機に取り付け、速度１２０ｋｍ／ｈ〜２０ｋｍ／ｈにおける抵抗値を測定し、その結果を従来タイヤを１００とする指数値で示した。この値が小さい程、転がり抵抗が小さい。 Rolling resistance Each test tire was attached to a measuring drum testing machine, the resistance value at a speed of 120 km / h to 20 km / h was measured, and the result was shown as an index value with the conventional tire as 100. The smaller this value, the smaller the rolling resistance.

操縦安定性
各試験タイヤを排気量２０００ｃｃの乗用車に装着し、ドライテストコースにおいて、テストドライバーによる感応試験を実施し、その評価結果を従来タイヤを１００とした指数値で示した。この値が大きい程、操縦安定性が優れている。 Steering stability Each test tire was mounted on a passenger car with a displacement of 2000 cc, and a sensitivity test was conducted by a test driver on a dry test course. The evaluation results were shown as index values with the conventional tire as 100. The larger this value, the better the steering stability.

Figure 2008114810
Figure 2008114810

表１から、本発明は、操縦安定性を従来と同じレベルに維持しながら、転がり抵抗を改善できることがわかる。   From Table 1, it can be seen that the present invention can improve rolling resistance while maintaining steering stability at the same level as before.

本発明の空気入りタイヤの一実施形態を示すタイヤ子午線断面図である。It is a tire meridian sectional view showing one embodiment of a pneumatic tire of the present invention. 本発明の空気入りタイヤの他の実施形態を示すタイヤ子午線断面図である。It is tire meridian sectional drawing which shows other embodiment of the pneumatic tire of this invention.

符号の説明Explanation of symbols

１ トレッド部
２，２Ａ，２Ｂ ショルダー部
３ サイドウォール部
４ ビード部
５ カーカス層
８ ベルト層
１２ 窪み部
１３ 窪み部
ＣＬ タイヤ赤道面
Ｐａ，Ｐｂ ベルト層最大幅位置
Ｔ１，Ｔ２ 空気入りタイヤ
Ｔａ タイヤ内側部分
Ｔｂ タイヤ外側部分
Ｗａ，Ｗｂ 開口幅
ｄａ，ｄｂ 深さ DESCRIPTION OF SYMBOLS 1 Tread part 2,2A, 2B Shoulder part 3 Side wall part 4 Bead part 5 Carcass layer 8 Belt layer 12 Indented part 13 Indented part CL Tire equatorial plane Pa, Pb Belt layer maximum width position T1, T2 Pneumatic tire Ta Tire inside Part Tb Tire outer part Wa, Wb Opening width da, db Depth

Claims (5)

左右のビード部間にカーカス層を延設した、車両装着方向が指定された空気入りタイヤであって、車両内側に位置するショルダー部の表面にタイヤ周方向に環状に延在する窪み部を設け、該窪み部によりタイヤの輪郭をタイヤ赤道面に対して車両内側と車両外側で非対称に形成し、タイヤ赤道面から車両内側に位置するカーカス層最大幅位置までのタイヤ内側部分のタイヤ子午線断面における断面積Ａを、タイヤ赤道面から車両外側に位置するカーカス層最大幅位置までのタイヤ外側部分のタイヤ子午線断面における断面積Ｂより小さくし、かつ断面積Ａ，Ｂの差Ｂ−Ａと断面積Ａ，Ｂの和Ａ＋Ｂの比（Ｂ−Ａ）／（Ａ＋Ｂ）を０．０５〜０．２０にした空気入りタイヤ。   A pneumatic tire with a carcass layer extending between the left and right bead portions, with a specified vehicle mounting direction, and a recess extending annularly in the tire circumferential direction is provided on the surface of a shoulder portion located inside the vehicle In the tire meridian cross section of the tire inner portion from the tire equator plane to the maximum width of the carcass layer, the tire contour is formed asymmetrically with respect to the tire equator plane on the vehicle inner side and the vehicle outer side by the depression. The cross-sectional area A is made smaller than the cross-sectional area B in the tire meridian cross section of the tire outer portion from the tire equator plane to the carcass layer maximum width position located outside the vehicle, and the difference B-A between the cross-sectional areas A and B A pneumatic tire in which a ratio (BA) / (A + B) of the sum A + B of A and B is set to 0.05 to 0.20. 車両外側に位置するショルダー部の表面にタイヤ周方向に環状に延在する窪み部を設けた請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein a recess portion extending annularly in the tire circumferential direction is provided on a surface of a shoulder portion located on the vehicle outer side. 車両内側に位置するショルダー部に設けた窪み部の開口幅Ｗａと車両外側に位置するショルダー部に設けた窪み部の開口幅Ｗｂは、Ｗａ＞Ｗａである請求項２に記載の空気入りタイヤ。   The pneumatic tire according to claim 2, wherein an opening width Wa of a recess portion provided in a shoulder portion located inside the vehicle and an opening width Wb of a recess portion provided in a shoulder portion located outside the vehicle satisfy Wa> Wa. 車両内側に位置するショルダー部に設けた窪み部の深さｄａと車両外側に位置するショルダー部に設けた窪み部の深さｄｂは、ｄａ＞ｄｂである請求項２または３に記載の空気入りタイヤ。   4. The pneumatic according to claim 2, wherein a depth da of the recess provided in the shoulder located inside the vehicle and a depth db of the recess provided in the shoulder located outside the vehicle satisfy da> db. tire. 前記窪み部がタイヤ周方向に沿って直線状に延在する請求項１，２，３または４に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2, 3, or 4, wherein the hollow portion extends linearly along the tire circumferential direction.
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011225106A (en) * 2010-04-20 2011-11-10 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2012086756A (en) * 2010-10-21 2012-05-10 Toyo Tire & Rubber Co Ltd Pneumatic tire
WO2022137414A1 (en) * 2020-12-24 2022-06-30 Compagnie Generale Des Etablissements Michelin A tire for improved noise performance

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS577703A (en) * 1980-06-17 1982-01-14 Bridgestone Corp Pneumatic radial tire with reduced rolling resistance
JPH0740709A (en) * 1993-07-30 1995-02-10 Toyo Tire & Rubber Co Ltd Pneumatic radial tire
WO2001034412A2 (en) * 1999-11-08 2001-05-17 Dunlop France Pneumatic tyre
JP2006008022A (en) * 2004-06-28 2006-01-12 Yokohama Rubber Co Ltd:The Pneumatic tire and its installation structure

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS577703A (en) * 1980-06-17 1982-01-14 Bridgestone Corp Pneumatic radial tire with reduced rolling resistance
JPH0740709A (en) * 1993-07-30 1995-02-10 Toyo Tire & Rubber Co Ltd Pneumatic radial tire
WO2001034412A2 (en) * 1999-11-08 2001-05-17 Dunlop France Pneumatic tyre
JP2006008022A (en) * 2004-06-28 2006-01-12 Yokohama Rubber Co Ltd:The Pneumatic tire and its installation structure

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011225106A (en) * 2010-04-20 2011-11-10 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2012086756A (en) * 2010-10-21 2012-05-10 Toyo Tire & Rubber Co Ltd Pneumatic tire
WO2022137414A1 (en) * 2020-12-24 2022-06-30 Compagnie Generale Des Etablissements Michelin A tire for improved noise performance

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