JP2010260378A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

Info

Publication number
JP2010260378A
JP2010260378A JP2009110428A JP2009110428A JP2010260378A JP 2010260378 A JP2010260378 A JP 2010260378A JP 2009110428 A JP2009110428 A JP 2009110428A JP 2009110428 A JP2009110428 A JP 2009110428A JP 2010260378 A JP2010260378 A JP 2010260378A
Authority
JP
Japan
Prior art keywords
tire
radial direction
width
pneumatic tire
protrusions
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2009110428A
Other languages
Japanese (ja)
Other versions
JP5251709B2 (en
Inventor
Hiroyuki Kojima
弘行 小島
Hiroshi Tokizaki
浩 鴇崎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yokohama Rubber Co Ltd
Original Assignee
Yokohama Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yokohama Rubber Co Ltd filed Critical Yokohama Rubber Co Ltd
Priority to JP2009110428A priority Critical patent/JP5251709B2/en
Publication of JP2010260378A publication Critical patent/JP2010260378A/en
Application granted granted Critical
Publication of JP5251709B2 publication Critical patent/JP5251709B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Tires In General (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of effectively reducing air resistance during high speed traveling. <P>SOLUTION: An outer diameter and a total width are formed to be in a range of ≥0 mm and ≤6 mm in relation to lower limit values of standard dimensions in a state that the tire is mounted to a standard rim and regular internal pressure is imparted and a tread grounding width in relation to the total width is formed to be ≥60% and ≤75%, and thereby a front projection area can be reduced. Many projecting parts 11 extending in a tire radial direction are provided at intervals in a tire peripheral direction on a tire outside surface, and a portion where a height X of each projecting part 11 becomes maximum is located at the tire radial direction outside a portion where a tire total width SW becomes maximum. As a result, an air flow around the tire can be promoted by each projecting part 11 during the traveling of a vehicle, and the air resistance of the tire can be more effectively reduced during the high speed traveling. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は、例えば乗用車、トラック、バス等に用いられる空気入りタイヤに関するものである。   The present invention relates to a pneumatic tire used in, for example, passenger cars, trucks, buses and the like.

近年、自動車の高性能化に伴い、タイヤに対しても様々な性能が要求される一方、省資源化や排気ガスの低減を図るため、低燃費性に優れたタイヤの開発が望まれている。低燃費化を図るためにはタイヤの転がり抵抗を小さくすることが重要であるが、転がり抵抗はゴムの材質や剛性等に依存するため、転がり抵抗の改善には限界があった。また、図１７に示すように車両の速度（タイヤの回転速度）が速くなると転がり抵抗も大きくなるが、これに加えてタイヤの空気抵抗も増大し、燃費を悪化させる要因となっている。   In recent years, as the performance of automobiles has improved, various performances are also required for tires. On the other hand, in order to save resources and reduce exhaust gas, development of tires with excellent fuel efficiency is desired. . In order to reduce fuel consumption, it is important to reduce the rolling resistance of the tire. However, since the rolling resistance depends on the material and rigidity of the rubber, there is a limit to improving the rolling resistance. In addition, as shown in FIG. 17, when the vehicle speed (tire rotation speed) increases, the rolling resistance also increases. In addition to this, the tire air resistance also increases, which causes a deterioration in fuel consumption.

そこで、空気抵抗の低減を図るために、トレッド端部からサイドウォール部に至るバットレス部に、溝、模様、文字等の凹凸部を有しない乱流防止領域を設け、バットレス部の乱流を防止することにより、タイヤ表面の空気抵抗を低減するようにしたものが知られている（例えば、特許文献１参照。）。   Therefore, in order to reduce air resistance, a turbulent flow prevention area that does not have irregularities such as grooves, patterns, and characters is provided in the buttress part from the tread edge to the sidewall part to prevent turbulent flow in the buttress part. By doing so, the thing which reduced the air resistance of the tire surface is known (for example, refer patent document 1).

特開２００３−１２７６１５号公報JP 2003-127615 A

しかしながら、バットレス部の乱流を防止するようにした場合、タイヤ周囲の空気の流れが層流となるため、車両走行時のタイヤの後方が低圧となり、タイヤを後方へ引き戻そうとする力が働くことになる。このため、タイヤ表面の空気抵抗を低減させたとしても、タイヤの後方に低圧部が生ずるため、高速走行時における空気抵抗の低減効果を十分に得られないという問題点があった。   However, when the turbulent flow of the buttress is prevented, the air flow around the tire becomes a laminar flow, so that the pressure behind the tire when driving is low, and the force that pulls the tire back acts. become. For this reason, even if the air resistance on the tire surface is reduced, there is a problem in that a low pressure portion is generated behind the tire, so that the effect of reducing the air resistance during high-speed running cannot be obtained sufficiently.

本発明は前記問題点に鑑みてなされたものであり、その目的とするところは、高速走行時の空気抵抗を効果的に低減することのできる空気入りタイヤを提供することにある。   The present invention has been made in view of the above problems, and an object of the present invention is to provide a pneumatic tire that can effectively reduce the air resistance during high-speed running.

本発明の空気入りタイヤは、前記目的を達成するために、タイヤ外側面にタイヤ径方向に延びる多数の突部を互いにタイヤ周方向に間隔をおいて設け、各突部を０．５ｍｍ以上４ｍｍ以下の高さに形成するとともに、その高さが最大となる部分がタイヤ総幅が最大となる部分よりもタイヤ径方向外側に位置するように形成し、標準リムに装着して正規内圧を付与した状態での外径及び突部を含まない総幅が規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成するとともに、突部を含まない前記総幅に対する６０％荷量時のトレッド接地幅が６０％以上７５％以下になるように形成している。   In order to achieve the above object, the pneumatic tire of the present invention is provided with a plurality of protrusions extending in the tire radial direction on the tire outer surface at intervals in the tire circumferential direction, and each protrusion is 0.5 mm or more and 4 mm. In addition to forming at the following heights, the part with the maximum height is located outside the part with the maximum total tire width in the tire radial direction. The outer diameter and the total width that does not include the protrusions are in a range of 0 mm or more and 6 mm or less with respect to the lower limit value of the standard dimension, and the load is 60% of the total width that does not include the protrusions. The tread contact width at the time is formed to be 60% or more and 75% or less.

これにより、外径及び総幅が規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成されることから、規格寸法の範囲内の最小寸法または最小寸法に近い外径及び総幅の寸法に形成され、この範囲よりも大きい外径及び総幅を有するタイヤよりも前方投影面積が小さくなる。また、正規内圧を付与して標準リムに装着した状態での総幅に対するトレッド接地幅が６０％以上７５％以下になるように形成されることから、この範囲よりも大きいトレッド接地幅を有するタイヤに比べ、前方投影面積が小さくなる。更に、タイヤ外側面に設けられた多数の突部によって車両走行時におけるタイヤ周囲の空気の流れが促進される。その際、タイヤ径方向内側よりもタイヤ径方向外側の方が相対的に回転速度が速くなるが、突部の高さが最大となる部分がタイヤ総幅の最大となる部分よりもタイヤ径方向外側に位置しているため、突部による空気の整流効果が高まる。   As a result, the outer diameter and the total width are formed such that the outer diameter and the total width are in the range of 0 mm to 6 mm with respect to the lower limit value of the standard dimension. The front projected area is smaller than that of a tire that is formed in the width dimension and has an outer diameter and a total width larger than this range. In addition, since the tread contact width with respect to the total width in a state where a normal internal pressure is applied and attached to a standard rim is formed to be 60% or more and 75% or less, a tire having a tread contact width larger than this range. Compared to the above, the front projection area becomes smaller. Furthermore, the flow of air around the tire during vehicle travel is promoted by a large number of protrusions provided on the outer surface of the tire. In that case, the rotational speed is relatively faster on the outer side in the tire radial direction than on the inner side in the tire radial direction, but the portion where the height of the protrusion is maximum is larger than the portion where the total tire width is maximum in the tire radial direction. Since it is located outside, the air rectifying effect by the protrusion is enhanced.

本発明によれば、前方投影面積を小さくすることができるとともに、走行時にタイヤ周囲の空気の流れを促進することができるので、高速走行時の空気抵抗を効果的に低減することができ、低燃費性の向上に極めて有利である。   According to the present invention, the front projected area can be reduced, and the air flow around the tire can be promoted during traveling, so that the air resistance during high-speed traveling can be effectively reduced and reduced. This is extremely advantageous for improving fuel efficiency.

本発明の第１の実施形態を示す空気入りタイヤの部分正面断面図Partial front sectional view of the pneumatic tire showing the first embodiment of the present invention 接地状態を示す空気入りタイヤの部分正面断面図Partial front sectional view of a pneumatic tire showing the ground contact state 空気入りタイヤの正面断面図Front sectional view of pneumatic tire 空気入りタイヤの部分側面図Partial side view of pneumatic tire 空気入りタイヤの要部断面図Principal section of pneumatic tire 図４のＡ−Ａ線矢視方向における突部の断面図Sectional drawing of the protrusion in the AA arrow direction of FIG. 本発明の第２の実施形態を示す空気入りタイヤの要部断面図Sectional drawing of the principal part of the pneumatic tire which shows the 2nd Embodiment of this invention. 本発明の第３の実施形態を示す空気入りタイヤの部分側面図The partial side view of the pneumatic tire which shows the 3rd Embodiment of this invention 突部の変形例を示す断面図Sectional drawing which shows the modification of a protrusion 本発明の第４の実施形態を示す空気入りタイヤの部分正面断面図Partial front sectional view of a pneumatic tire showing a fourth embodiment of the present invention 空気入りタイヤの部分側面図Partial side view of pneumatic tire 本発明の第５の実施形態を示す空気入りタイヤの部分側面図The partial side view of the pneumatic tire which shows the 5th Embodiment of this invention 本発明の第６の実施形態を示す空気入りタイヤの部分正面断面図Partial front sectional view of a pneumatic tire showing a sixth embodiment of the present invention 凹部の変形例を示す側面断面図Side sectional view showing a modified example of the recess タイヤ周囲の空気の流れを示す概略図Schematic showing the air flow around the tire 試験結果を示す図Diagram showing test results 速度と転がり抵抗及び空気抵抗との相関関係を示す図Diagram showing the correlation between speed, rolling resistance and air resistance

以下、本発明の第１の実施形態について、図１乃至図６を参照して説明する。同図に示す空気入りタイヤは、タイヤ外周面側に形成されるトレッド部１と、タイヤ幅方向両側に形成される一対のサイドウォール部２と、タイヤ幅方向両側に形成される一対のビード部３と、トレッド部１とサイドウォール部２との間に形成されるバットレス部４とから構成されている。   Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. 1 to 6. The pneumatic tire shown in the figure includes a tread portion 1 formed on the tire outer peripheral surface side, a pair of sidewall portions 2 formed on both sides in the tire width direction, and a pair of bead portions formed on both sides in the tire width direction. 3, and a buttress portion 4 formed between the tread portion 1 and the sidewall portion 2.

この空気入りタイヤは、タイヤ内面側に配置されるインナーライナ５と、インナーライナ５の外側に配置されるカーカス部材６と、タイヤ幅方向両側に配置される一対のビード部材７と、カーカス部材６の外側に配置されるベルト８と、タイヤ外周面側に配置されるトレッド部材９と、タイヤ両側面側に配置される一対のサイドウォール部材１０とから形成されている。   The pneumatic tire includes an inner liner 5 disposed on the inner surface of the tire, a carcass member 6 disposed on the outer side of the inner liner 5, a pair of bead members 7 disposed on both sides in the tire width direction, and the carcass member 6 The belt 8 is arranged on the outer side of the tire, the tread member 9 is arranged on the tire outer peripheral surface side, and the pair of sidewall members 10 are arranged on both tire side surfaces.

インナーライナ５は、気体透過性の低いシート状のゴムからなり、カーカス部材６の内周面側に配置される。   The inner liner 5 is made of a sheet-like rubber having low gas permeability, and is disposed on the inner peripheral surface side of the carcass member 6.

カーカス部材６は複数本の補強コード６ａをシート状のゴムで被覆してなり、両端側をビード部材を巻き込むようにタイヤ幅方向内側から外側に向けてサイドウォール部２側に折り返されている。   The carcass member 6 is formed by covering a plurality of reinforcing cords 6a with sheet-like rubber, and is folded back toward the sidewall portion 2 from the inner side to the outer side in the tire width direction so as to enclose the bead member at both ends.

ビード部材７は、金属線等のワイヤを束ねてなるビードコア７ａと、断面略三角形状のゴムからなるビードフィラー７ｂとからなり、ビードフィラー７ｂはビードコア７ａの外周側に配置される。   The bead member 7 includes a bead core 7a formed by bundling wires such as metal wires, and a bead filler 7b formed of rubber having a substantially triangular cross section. The bead filler 7b is disposed on the outer peripheral side of the bead core 7a.

ベルト８はスチールや高強度繊維等からなるベルトコードをシート状のゴムで被覆してなり、カーカス部材６の外周面側に配置される。   The belt 8 is formed by coating a belt cord made of steel, high-strength fiber, or the like with a sheet-like rubber, and is disposed on the outer peripheral surface side of the carcass member 6.

トレッド部材９は押出成形によって形成されたゴムからなり、カーカス部材６の幅方向中央側及びベルト８の外周面側を覆うように配置され、その外周面にはトレッドパターンの溝１ａが加硫成型時に形成される。   The tread member 9 is made of rubber formed by extrusion molding, and is disposed so as to cover the center side in the width direction of the carcass member 6 and the outer peripheral surface side of the belt 8, and a groove 1a of a tread pattern is vulcanized and molded on the outer peripheral surface. Sometimes formed.

サイドウォール部材１０は押出成形によって形成されたゴムからなり、カーカス部材６のタイヤ幅方向両側を覆うように配置される。   The sidewall member 10 is made of rubber formed by extrusion molding and is disposed so as to cover both sides of the carcass member 6 in the tire width direction.

前記空気入りタイヤの外側面には、タイヤ径方向に均一な幅で延びる多数の突部１１が設けられ、突部１１は互いにタイヤ周方向に等間隔で配置されている。各突部１１は、図６に示すようにタイヤ径方向に直交する断面が四角形状をなすように形成され、タイヤ表面に直交する高さＸが０．５ｍｍ以上４ｍｍ以下になるように形成されている。この場合、突部１１は、その高さＸが長手方向両端部よりも長手方向中央部が高くなるように形成され、その高さが最大となる部分Ｑ1 は突部１１を含まないタイヤ総幅ＳＷの最大となる部分Ｑ2 よりもタイヤ径方向外側に位置している。尚、突部１１は、タイヤ側面に表示される文字、記号または標章からなる突部は含まない。   The outer surface of the pneumatic tire is provided with a plurality of protrusions 11 extending at a uniform width in the tire radial direction, and the protrusions 11 are arranged at equal intervals in the tire circumferential direction. As shown in FIG. 6, each protrusion 11 is formed such that a cross section perpendicular to the tire radial direction forms a square shape, and a height X orthogonal to the tire surface is formed to be 0.5 mm or more and 4 mm or less. ing. In this case, the protrusion 11 is formed such that its height X is higher in the longitudinal center than at both ends in the longitudinal direction, and the portion Q1 where the height is maximum is the total tire width not including the protrusion 11. It is located on the outer side in the tire radial direction than the portion Q2 where SW is maximum. In addition, the protrusion 11 does not include a protrusion composed of characters, symbols, or marks displayed on the tire side surface.

また、前記空気入りタイヤは、ＪＡＴＭＡ規格、ＥＴＲＴＯ規格またはＴＲＡ規格に規定される標準リムに装着して正規内圧を付与した状態での外径Ｄ及び突部１１を含まない総幅ＳＷが規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成されている。ここで、規格寸法とは、ＪＡＴＭＡ規格、ＥＴＲＴＯ規格またはＴＲＡ規格に規定される外径及び総幅の寸法をいう。但し、ＪＡＴＭＡ規格では総幅の下限値が規定されていないため、ＥＴＲＴＯ規格に規定された下限値を総幅の下限値とする。   In addition, the pneumatic tire has an outer diameter D and a total width SW that does not include the protrusion 11 in a state where the tire is attached to a standard rim defined by JATMA, ETRTO, or TRA standards and a normal internal pressure is applied. It is formed so that it may be in the range of 0 mm or more and 6 mm or less with respect to the lower limit value. Here, the standard dimension means the dimension of the outer diameter and the total width defined in the JATMA standard, the ETRTO standard or the TRA standard. However, since the lower limit value of the total width is not defined in the JATMA standard, the lower limit value defined in the ETRTO standard is set as the lower limit value of the total width.

更に、前記空気入りタイヤは、突部１１を含まない前記総幅ＳＷに対する６０％荷量時のトレッド接地幅ＴＷが６０％以上７５％以下になるように形成されている。   Further, the pneumatic tire is formed such that a tread contact width TW at 60% load with respect to the total width SW not including the protrusion 11 is 60% or more and 75% or less.

本実施形態の空気入りタイヤにおいては、外径Ｄ及び総幅ＳＷが規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成されることから、規格寸法の範囲内の最小寸法または最小寸法に近い外径Ｄ及び総幅ＳＷの寸法に形成され、この範囲よりも大きい外径及び総幅を有するタイヤよりも前方投影面積が小さくなる。また、総幅ＳＷに対するトレッド接地幅ＴＷが６０％以上７５％以下になるように形成されることから、この範囲よりも大きいトレッド接地幅を有するタイヤＴ′（図２の一点鎖線）に比べ、前方投影面積が小さくなる。更に、タイヤ外側面に設けられた多数の突部１１によって車両走行時におけるタイヤ周囲の空気の流れが促進される。その際、タイヤ径方向内側よりもタイヤ径方向外側の方が相対的に回転速度が速くなるが、突部１１の高さが最大となる部分Ｑ1 がタイヤ総幅ＳＷの最大となる部分Ｑ2 よりもタイヤ径方向外側に位置しているため、突部１１による空気の整流効果が高まる。   In the pneumatic tire of the present embodiment, the outer diameter D and the total width SW are formed such that the outer diameter D and the total width SW are in the range of 0 mm or more and 6 mm or less with respect to the lower limit value of the standard dimension. Alternatively, the front projected area is smaller than that of a tire having an outer diameter D and a total width SW close to the minimum dimension and having an outer diameter and a total width larger than this range. In addition, since the tread contact width TW with respect to the total width SW is formed so as to be 60% or more and 75% or less, compared to a tire T '(tash-dotted line in FIG. 2) having a tread contact width larger than this range, The front projection area is reduced. Furthermore, the flow of air around the tire when the vehicle travels is promoted by the large number of protrusions 11 provided on the outer surface of the tire. At this time, the rotational speed is relatively higher on the outer side in the tire radial direction than on the inner side in the tire radial direction, but the portion Q1 where the height of the protrusion 11 is maximum is greater than the portion Q2 where the total tire width SW is maximum. Since the position is also on the outer side in the tire radial direction, the air rectifying effect by the protrusion 11 is enhanced.

このように、本実施形態の空気入りタイヤによれば、外径Ｄ及び総幅ＳＷを規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成するとともに、総幅ＳＷに対するトレッド接地幅ＴＷが６０％以上７５％以下になるように形成したので、前方投影面積を小さくすることができ、高速走行時の空気抵抗を効果的に低減することができる。特に、タイヤの接地面側は車両の前面に覆われていない部分であるため、総幅ＳＷに対するトレッド接地幅ＴＷを小さくすることにより、図２に示すように接地面側の前方投影面積を小さくすることができ、空気抵抗の低減に極めて有利である。   Thus, according to the pneumatic tire of the present embodiment, the outer diameter D and the total width SW are formed to be in the range of 0 mm to 6 mm with respect to the lower limit value of the standard dimension, and the tread with respect to the total width SW. Since the ground contact width TW is formed so as to be 60% or more and 75% or less, the front projection area can be reduced, and the air resistance during high-speed traveling can be effectively reduced. In particular, since the ground contact surface side of the tire is a portion not covered by the front surface of the vehicle, the front projected area on the ground contact surface side is reduced as shown in FIG. 2 by reducing the tread contact width TW with respect to the total width SW. This is extremely advantageous in reducing air resistance.

また、タイヤ外側面にタイヤ径方向に延びる多数の突部１１を互いにタイヤ周方向に間隔をおいて設け、各突部１１の高さＸが最大となる部分Ｑ1 がタイヤ総幅ＳＷが最大となる部分Ｑ2 よりもタイヤ径方向外側に位置するようにしたので、車両走行時におけるタイヤ周囲の空気の流れを各突部１１によって促進することができ、高速走行時のタイヤの空気抵抗をより効果的に低減することができる。   Further, a large number of protrusions 11 extending in the tire radial direction are provided on the outer surface of the tire at intervals in the tire circumferential direction, and the portion Q1 where the height X of each protrusion 11 is maximum is the maximum total tire width SW. Since the portion Q2 is positioned on the outer side in the tire radial direction, the air flow around the tire at the time of traveling the vehicle can be promoted by the respective protrusions 11, and the air resistance of the tire at the time of high speed traveling is more effective. Can be reduced.

この場合、各突部１１を０．５ｍｍ以上４ｍｍ以下の高さＸに形成したので、高さ寸法が小さすぎて空気の整流効果が不十分になることがなく、高さ寸法が大きすぎて空気抵抗が増大することもないという利点がある。   In this case, since each protrusion 11 is formed at a height X of 0.5 mm or more and 4 mm or less, the height dimension is not too small and the air rectifying effect is not insufficient, and the height dimension is too large. There is an advantage that the air resistance is not increased.

尚、前記実施形態では、突部１１を長手方向中央部の高さＸが最大となるようにしたものを示したが、図７の第２の実施形態に示す突部１２のように、タイヤ径方向外側端部の高さＸが最大となるようにしてもよい。   In the above-described embodiment, the protrusion 11 is shown in which the height X of the central portion in the longitudinal direction is maximized. However, like the protrusion 12 shown in the second embodiment of FIG. You may make it the height X of a radial direction outer side edge part become the maximum.

また、前記第１の実施形態では、各突部１１をタイヤ径方向に均一な幅で延びるように形成したものを示したが、図８の第３の実施形態に示す突部１３のように、タイヤ径方向内側になるほど幅Ｙが広くなるように形成してもよい。即ち、タイヤ側面では、タイヤ径方向外側（バットレス部４側）のゴムの厚さがタイヤ径方向内側（ビード部３側）よりも薄いため、加硫成型時にバットレス部４側のゴムが各突部１１の金型側に流れる量が多いと、バットレス部４側のゴムの厚さが薄くなって撓みが大きくなるが、各突部１１のタイヤ径方向外側の幅Ｙを小さくすることにより、加硫成形時にバットレス部４側のゴムが各突部１１側に流れる量を少なくすることができ、バットレス部４側のゴムの厚さが薄くなることを抑制することができる。   In the first embodiment, the protrusions 11 are formed so as to extend with a uniform width in the tire radial direction. However, like the protrusions 13 shown in the third embodiment of FIG. Further, the width Y may be increased toward the inner side in the tire radial direction. That is, on the tire side surface, the rubber on the outer side in the tire radial direction (buttress part 4 side) is thinner than the inner side in the tire radial direction (bead part 3 side). If the amount of the portion 11 flowing toward the mold side is large, the thickness of the rubber on the buttress portion 4 side becomes thin and the flexure increases, but by reducing the width Y on the outer side in the tire radial direction of each protrusion 11, It is possible to reduce the amount of the rubber on the buttress portion 4 side flowing to the projections 11 side during vulcanization molding, and to suppress the thickness of the rubber on the buttress portion 4 side from being reduced.

更に、前記第１の実施形態では、各突部１１をタイヤ径方向に直交する断面が四角形状をなすように形成したものを示したが、図９(a) の変形例に示す突部１４のように山形（三角形状）をなすように形成するようにしてもよい。これにより、四角形状のものに比べて突部１４の体積を小さくすることができるので、その分だけゴムの使用量を低減することができ、軽量化による低燃費性の向上を図ることができる。この場合、図９(b) の他の変形例に示す突部１５のように山形の二辺が内側に向かって凹状をなすように形成すれば、突部１５の体積をより小さくすることができる。   Furthermore, in the said 1st Embodiment, although what formed each protrusion 11 so that the cross section orthogonal to a tire radial direction may make square shape was shown, the protrusion 14 shown to the modification of Fig.9 (a) It may be formed so as to form a mountain shape (triangular shape). Thereby, since the volume of the protrusion 14 can be made smaller than that of the quadrangular shape, the amount of rubber used can be reduced by that amount, and the fuel efficiency can be improved by reducing the weight. . In this case, the volume of the protrusion 15 can be further reduced by forming the two sides of the mountain shape to be concave toward the inside as in the protrusion 15 shown in another modification of FIG. 9B. it can.

また、車両装着状態では、車両の幅方向外側は空気が後方に向かって一様に流れるが、車両の幅方向内側はタイヤハウス内に配置されるとともに、車軸等の他の部品が周囲に配置されているため、空気の流れが乱れやすくなる。このため、空気の流れが乱れやすい車両の幅方向内側のみでも各突部１１（１２，１３，１４，１５）による空気の流通促進効果及び整流効果を十分に得ることができるので、各突部１１（１２，１３，１４，１５）を車両装着時に車両の幅方向内側になるタイヤ幅方向一方の面側のみに設けるようにしてもよい。これにより、突部１１（１２，１３，１４，１５）の形成に伴う金型のコストを低減することができる。   Also, in the vehicle mounted state, air flows uniformly rearward on the outer side in the width direction of the vehicle, but the inner side in the width direction of the vehicle is arranged in the tire house and other parts such as an axle are arranged around the vehicle. Therefore, the air flow is likely to be disturbed. For this reason, the air flow promoting effect and the rectifying effect by each of the protrusions 11 (12, 13, 14, 15) can be sufficiently obtained only on the inner side in the width direction of the vehicle in which the air flow is easily disturbed. 11 (12, 13, 14, 15) may be provided only on one surface side in the tire width direction which is the inner side in the vehicle width direction when the vehicle is mounted. Thereby, the cost of the metal mold | die accompanying formation of the protrusion 11 (12, 13, 14, 15) can be reduced.

この場合、車両装着時に車両の幅方向外側になるタイヤ幅方向他方の面側に、図１０及び図１１の第４の実施形態に示すように、タイヤ径方向内側端部からタイヤ断面高さＨの３５％以内の第１の領域Ａ1 を除く所定の第２の領域Ａ2 （例えば、タイヤ径方向内側端部からタイヤ断面Ｈ高さの３５％以上８５％以下の範囲）に、タイヤ周方向及びタイヤ径方向に亘って多数の凹部１６を設けるようにしてもよい。尚、タイヤ断面高さとは、ＪＡＴＭＡ規格、ＥＴＲＴＯ規格またはＴＲＡ規格に規定される正規内圧をタイヤに充填し、同規格に規定される正規荷重を負荷とした状態におけるタイヤ断面高さをいう。各凹部１６は直径が０．５ｍｍ以上８ｍｍ以下、最大深さが０．３ｍｍ以上２ｍｍ以下の円形の球面状に形成され、互いに同一の大きさに形成されて等間隔で配置されている。この場合、各凹部１６は、その総面積（タイヤ表面における全ての凹部１１の面積）が第２の領域Ａ2 に対して１０％以上８０％以下になるように形成されている。尚、凹部１６は、タイヤ側面に表示される文字、記号または標章からなる凹部は含まない。これにより、各凹部１１によって車両走行時のタイヤの周囲に乱流が生じ、図１５(a)(b)に示すように凹部１６を有するタイヤＴ1 の後方に生ずる低圧部Ｐ（空気密度の薄い領域）を凹部１６を有しないタイヤＴ2 よりも少なくすることができるので、その分だけ低圧部Ｐによる抗力（後方へ引き戻そうとする力）を小さくすることができ、高速走行時のタイヤの空気抵抗をより効果的に低減することができる。その際、車両の幅方向内側では、各突部１１による空気の流通促進効果が生ずるので、各突部１１と各凹部１６によって空気抵抗の低減効果を相乗的に高めることができる。   In this case, as shown in the fourth embodiment in FIGS. 10 and 11, the tire cross-section height H from the tire radial direction inner end is formed on the other surface side in the tire width direction which is the outer side in the width direction of the vehicle when the vehicle is mounted. In a predetermined second region A2 excluding the first region A1 within 35% of the tire width direction (for example, in the range of 35% to 85% of the tire cross-section H height from the tire radial direction inner end) You may make it provide many recessed parts 16 over a tire radial direction. The tire cross-sectional height refers to a tire cross-sectional height in a state where a normal internal pressure defined in JATMA standard, ETRTO standard or TRA standard is filled in a tire and a normal load defined in the standard is applied. Each recess 16 is formed in a circular spherical shape having a diameter of 0.5 mm or more and 8 mm or less and a maximum depth of 0.3 mm or more and 2 mm or less, is formed in the same size, and is arranged at equal intervals. In this case, each recess 16 is formed so that the total area (area of all recesses 11 on the tire surface) is 10% or more and 80% or less with respect to the second region A2. In addition, the recessed part 16 does not include the recessed part which consists of a character, a symbol, or a mark displayed on a tire side surface. As a result, a turbulent flow is generated around the tire when the vehicle travels by the respective recesses 11, and as shown in FIGS. 15 (a) and 15 (b), a low pressure part P (with a low air density) generated behind the tire T1 having the recesses 16 is formed. Region) can be made smaller than that of the tire T2 having no recess 16, so that the drag (force to pull back) by the low pressure portion P can be reduced by that amount, and the air resistance of the tire during high speed running Can be more effectively reduced. In that case, since the air flow promotion effect by each protrusion 11 occurs in the width direction inside of the vehicle, the effect of reducing the air resistance can be synergistically increased by each protrusion 11 and each recess 16.

この場合、各凹部１６は、タイヤ径方向内側端部からタイヤ断面高さの３５％以内の第１の領域Ａ1 を除く第２の領域Ａ2 に設けられているので、タイヤ径方向内側よりも相対的に回転速度が速くなるタイヤ径方向外側に各凹部１６を配置することができ、各凹部１６による乱流発生効果をより高めることができる。   In this case, each recess 16 is provided in the second region A2 excluding the first region A1 within 35% of the tire cross-section height from the tire radial inner end, so that it is more relative than the tire radial inner side. Therefore, the respective recesses 16 can be arranged on the outer side in the tire radial direction where the rotational speed becomes faster, and the effect of generating turbulence by the respective recesses 16 can be further enhanced.

また、各凹部１６を０．３ｍｍ以上２ｍｍ以下の深さに形成したので、深さ寸法が小さすぎて乱流発生効果が不十分になることがなく、深さ寸法が大きすぎて空気抵抗が増大することもないという利点がある。   Moreover, since each recessed part 16 was formed in the depth of 0.3 mm or more and 2 mm or less, the depth dimension is not too small and the effect of generating turbulent flow is not insufficient, and the depth dimension is too large and air resistance is low. There is an advantage that it does not increase.

更に、各凹部１６を直径が０．５ｍｍ以上８ｍｍ以下の円形状に形成したので、各凹部１６が小さすぎて乱流発生効果が不十分になることがなく、各凹部１６が大きすぎて空気抵抗が増大することもないという利点がある。   Further, since each recess 16 is formed in a circular shape having a diameter of 0.5 mm or more and 8 mm or less, each recess 16 is not too small and the effect of generating turbulent flow is not insufficient. There is an advantage that the resistance does not increase.

尚、前記第４の実施形態では、各凹部１６を円形状に形成したものを示したが、楕円形状、多角形状等、他の形状に形成することも可能である。この場合、楕円形状では長軸と短軸の平均を凹部の直径とし、多角形状では外接円の外径を凹部の直径とすることにより、その直径が０．５ｍｍ以上８ｍｍ以下になるように形成する。   In the fourth embodiment, the concave portions 16 are formed in a circular shape, but may be formed in other shapes such as an elliptical shape and a polygonal shape. In this case, in the elliptical shape, the average of the major axis and the minor axis is the diameter of the recess, and in the polygonal shape, the outer diameter of the circumscribed circle is the diameter of the recess, so that the diameter is 0.5 mm or more and 8 mm or less. To do.

また、前記第４の実施形態では、互いに同じ大きさの凹部１６を設けたものを示したが、図１２の第５の実施形態に示す凹部１７のように、タイヤ径方向外側に位置するほど大きくなるように形成してもよい。即ち、タイヤ径方向内側よりも相対的に回転速度が速くなるタイヤ径方向外側に大きい凹部１７を配置する方が乱流発生効果を高めることができるとともに、大きな剥離現象を抑制することができるので、空気抵抗の低減に極めて有利である。   In the fourth embodiment, the recesses 16 having the same size are provided. However, as the recesses 17 shown in the fifth embodiment in FIG. 12 are located on the outer side in the tire radial direction. You may form so that it may become large. That is, it is possible to increase the effect of generating turbulence and to suppress a large peeling phenomenon by arranging the large concave portion 17 on the outer side in the tire radial direction where the rotational speed is relatively faster than the inner side in the tire radial direction. It is extremely advantageous for reducing air resistance.

更に、前記第４の実施形態では、互いに同じ深さ寸法の凹部１６を設けたものを示したが、図１３の第６の実施形態に示す凹部１８のように、タイヤ径方向外側に位置するほど深さ寸法が小さくなるように形成してもよい。即ち、タイヤ径方向内側よりも相対的に回転速度が速くなるタイヤ径方向外側に深さ寸法の小さい凹部１８を配置する方が乱流発生効果を高めることができるとともに、大きな剥離現象を抑制することができるので、空気抵抗の低減に極めて有利である。   Further, in the fourth embodiment, the concave portions 16 having the same depth are provided, but like the concave portion 18 shown in the sixth embodiment in FIG. You may form so that a depth dimension may become so small. That is, it is possible to enhance the effect of generating turbulence and to suppress a large peeling phenomenon by disposing the concave portion 18 having a small depth dimension on the outer side in the tire radial direction where the rotational speed is relatively faster than the inner side in the tire radial direction. This is extremely advantageous for reducing air resistance.

尚、前記実施形態では、凹部１１を球面状に形成したものを示したが、図１４(a) に示す凹部１９のように断面四角形状に形成したり、或いは図１４(b) に示す凹部２０のように大きさの異なる断面四角形状の凹部を二段階に形成するようにしてもよい。   In the above embodiment, the concave portion 11 is formed in a spherical shape. However, the concave portion 11 is formed in a square shape like the concave portion 19 shown in FIG. 14 (a), or the concave portion shown in FIG. 14 (b). A concave portion having a quadrangular cross section having a different size, such as 20, may be formed in two stages.

ここで、本発明の実施例１〜７及び比較例１〜３について、低燃費性の試験を行ったところ、図１６に示す結果が得られた。本試験では、比較例１〜３には外径が規格寸法の下限値に対して６ｍｍよりも大きいものを用い、実施例１〜７には外径が規格寸法の下限値に対して６ｍｍ以下のものを用いた。また、比較例１には総幅が規格寸法の下限値に対して６ｍｍよりも大きいものを用い、比較例２〜３及び実施例１〜７には総幅が規格寸法の下限値に対して６ｍｍ以下のものを用いた。更に、比較例１には、６０％荷量時のトレッド接地幅を、正規内圧を付与して標準リムに装着した状態での総幅で除した値（Ｔ／Ｓ比）が０．７よりも大きいものを用い、比較例２及び３にはＴ／Ｓ比が０．６５よりも小さいもの、実施例１〜７にはＴ／Ｓ比が０．６５以上０．７以下のものを用いた。また、比較例１には突部を有しないものを用い、比較例２〜３及び実施例１〜２には断面四角形状の突部を有するもの、実施例３には断面三角形状の突部を有するもの、実施例４〜７には山形の二辺が内側に向かって凹状をなす突部を有するものを用いた。この場合、実施例５〜７には、タイヤ径方向内側になるほど突部の幅が広くなるものを用いた。更に、比較例２には突部の最大高さ位置が長手方向両端部にあるものを用い、比較例３には突部の最大高さ位置がタイヤ径方向内側端部にあるもの、実施例１及び実施例３〜７には突部の最大高さ位置が長手方向中央部（タイヤ総幅が最大となる部分よりもタイヤ径方向外側）にあるもの、実施例２には突部の最大高さ位置がタイヤ径方向外側端部にあるものを用いた。また、比較例２には突部の最大高さが４ｍｍよりも大きいものを用い、比較例３及び実施例１〜７には突部の最大高さが４ｍｍ以下のものを用いた。更に、比較例２〜３及び実施例１〜５にはタイヤ幅方向両側面に突部を設けたものを用い、実施例６及び７には車両装着時に車両の幅方向内側になるタイヤ幅方向一方の面側のみに突部を設けたものを用いた。この場合、実施例７には車両装着時に車両の幅方向外側になるタイヤ幅方向他方の面側に円形状の凹部を有するものを用いた。また、実施例７には、タイヤ径方向内側端部からタイヤ断面高さの３５％以内の範囲を除く領域に凹部を設けたものを用いた。   Here, when Examples 1 to 7 and Comparative Examples 1 to 3 of the present invention were tested for low fuel consumption, the results shown in FIG. 16 were obtained. In this test, Comparative Examples 1 to 3 were used whose outer diameter was larger than 6 mm with respect to the lower limit value of the standard dimension, and Examples 1 to 7 had an outer diameter of 6 mm or less with respect to the lower limit value of the standard dimension. The thing of was used. In Comparative Example 1, the total width is larger than 6 mm with respect to the lower limit value of the standard dimension. In Comparative Examples 2-3 and Examples 1-7, the total width is smaller than the lower limit value of the standard dimension. The thing of 6 mm or less was used. Furthermore, in Comparative Example 1, a value (T / S ratio) obtained by dividing the tread ground contact width at the time of 60% load by the total width in a state where a normal internal pressure is applied and attached to a standard rim is 0.7. In Comparative Examples 2 and 3, those having a T / S ratio smaller than 0.65 are used, and those in Examples 1 to 7 having a T / S ratio of 0.65 or more and 0.7 or less are used. It was. Moreover, what does not have a protrusion is used for Comparative Example 1, Comparative Examples 2 to 3 and Examples 1 to 2 have protrusions having a quadrangular cross section, and Example 3 has a triangular cross section. In Examples 4 to 7, the ones having two ridges having protrusions that are concave inward are used. In this case, in Examples 5 to 7, the ones whose widths of the protrusions became wider toward the inner side in the tire radial direction were used. Further, in Comparative Example 2, the one where the maximum height position of the protrusion is at both ends in the longitudinal direction is used, and in Comparative Example 3, the maximum height position of the protrusion is at the radially inner end, Example In Examples 1 and 3 to 7, the maximum height of the protrusion is in the longitudinal center (outer in the tire radial direction than the portion where the total tire width is maximum), and in Example 2 the maximum protrusion What has a height position in a tire radial direction outer side edge part was used. In Comparative Example 2, a projection having a maximum height of more than 4 mm was used, and in Comparative Example 3 and Examples 1 to 7, a projection having a maximum height of 4 mm or less was used. Further, Comparative Examples 2 to 3 and Examples 1 to 5 are provided with protrusions on both side surfaces in the tire width direction, and Examples 6 and 7 are tire width directions that are inside the vehicle width direction when the vehicle is mounted. What provided the protrusion only in one surface side was used. In this case, in Example 7, the one having a circular concave portion on the other surface side in the tire width direction which becomes the outer side in the width direction of the vehicle when the vehicle is mounted is used. Further, in Example 7, a member provided with a recess in a region excluding a range within 35% of the tire cross-section height from the inner end portion in the tire radial direction was used.

尚、本試験では、タイヤサイズ１８５／６５Ｒ１５のものを用いたが、このサイズの場合、ＪＡＴＭＡ規格では、外径の規格寸法は６１４ｍｍ〜６２８ｍｍ、総幅の規格寸法（下限値にはＥＴＲＴＯ規格を適用）は１８２ｍｍ〜１９７ｍｍ、ＥＴＲＴＯ規格では、外径の規格寸法は６１４ｍｍ〜６２８ｍｍ、総幅の規格寸法は１８２ｍｍ〜１９６ｍｍ、ＴＲＡ規格では、外径の規格寸法は６１４ｍｍ〜６２８ｍｍ、総幅の規格寸法は１８２ｍｍ〜１９４ｍｍである。   In this test, tires with a tire size of 185 / 65R15 were used. In this case, in the JATMA standard, the standard size of the outer diameter is 614 mm to 628 mm, the standard size of the total width (the lower limit is the ETRTO standard) Applicable) is 182 mm to 197 mm, the standard dimension of the outer diameter is 614 mm to 628 mm in the ETRTO standard, the standard dimension of the total width is 182 mm to 196 mm, the standard dimension of the outer diameter is 614 mm to 628 mm, the standard dimension of the total width Is 182 mm to 194 mm.

この試験では、空気圧２３０ｋＰａのタイヤを排気量１５００ｃｃ（モーターアシスト駆動付）の小型乗用車（前輪駆動）に装着し、全長２ｋｍのテストコースを速度１００ｋｍ／ｈで１０周走行した際の燃費を測定して指数化し、比較例１を１００として比較例２〜３及び実施例１〜７を評価した。この場合、指数の値が大きいほど優位性があるとした。試験の結果、実施例１〜７は比較例１〜３よりも低燃費性に優れるという結果が得られた。   In this test, tires with an air pressure of 230 kPa were mounted on a small passenger car (front wheel drive) with a displacement of 1500 cc (motor-assisted drive), and the fuel consumption was measured when the test course with a total length of 2 km was run 10 laps at a speed of 100 km / h. And Comparative Examples 1 to 3 and Examples 1 to 7 were evaluated. In this case, the larger the index value, the more superior. As a result of the test, the result that Examples 1-7 were excellent in the low fuel consumption compared with Comparative Examples 1-3 was obtained.

１…トレッド部、２…サイドウォール部、３…ビード部、４…バットレス部、１１，１２，１３，１４，１５…突部、１６，１７，１８，１９，２０…凹部、Ａ1 …第１の領域、Ａ2 …第２の領域、Ｄ…外径、Ｈ…タイヤ断面高さ、ＳＷ…総幅、ＴＷ…トレッド接地幅、Ｗ…総幅。   DESCRIPTION OF SYMBOLS 1 ... Tread part, 2 ... Side wall part, 3 ... Bead part, 4 ... Buttress part, 11, 12, 13, 14, 15 ... Projection part, 16, 17, 18, 19, 20 ... Recessed part, A1 ... 1st A2 ... second region, D ... outer diameter, H ... tire cross-sectional height, SW ... total width, TW ... tread contact width, W ... total width.

Claims (11)

タイヤ外側面にタイヤ径方向に延びる多数の突部を互いにタイヤ周方向に間隔をおいて設け、
各突部を０．５ｍｍ以上４ｍｍ以下の高さに形成するとともに、その高さが最大となる部分がタイヤ総幅が最大となる部分よりもタイヤ径方向外側に位置するように形成し、
標準リムに装着して正規内圧を付与した状態での外径及び突部を含まない総幅が規格寸法の下限値に対して０ｍｍ以上６ｍｍ以下の範囲になるように形成するとともに、
突部を含まない前記総幅に対する６０％荷量時のトレッド接地幅が６０％以上７５％以下になるように形成した
ことを特徴とする空気入りタイヤ。 A number of protrusions extending in the tire radial direction are provided on the tire outer surface at intervals in the tire circumferential direction,
Each protrusion is formed at a height of 0.5 mm or more and 4 mm or less, and the portion where the height is maximum is formed so as to be positioned on the outer side in the tire radial direction than the portion where the total tire width is maximum,
While forming on the standard rim and applying the normal internal pressure, the outer diameter and the total width not including the protrusions are in the range of 0 mm or more and 6 mm or less with respect to the lower limit value of the standard dimension,
A pneumatic tire characterized by being formed so that a tread contact width at the time of 60% load with respect to the total width not including a protrusion is 60% or more and 75% or less. 前記各突部をタイヤ径方向に直交する断面が山形をなすように形成した
ことを特徴とする請求項１記載の空気入りタイヤ。 The pneumatic tire according to claim 1, wherein each of the protrusions is formed such that a cross section perpendicular to the tire radial direction forms a mountain shape. 前記各突部を山形の二辺が内側に向かって凹状をなすように形成した
ことを特徴とする請求項２記載の空気入りタイヤ。 The pneumatic tire according to claim 2, wherein each of the protrusions is formed such that two sides of the mountain shape are concave toward the inside. 前記各突部をタイヤ径方向内側になるほど幅が広くなるように形成した
ことを特徴とする請求項１、２または３記載の空気入りタイヤ。 The pneumatic tire according to claim 1, 2, or 3, wherein each of the protrusions is formed to have a width that increases toward the inner side in the tire radial direction. 前記各突部を車両装着時に車両の幅方向内側になるタイヤ幅方向一方の面側のみに設けた
ことを特徴とする請求項１、２、３または４記載の空気入りタイヤ。 The pneumatic tire according to claim 1, 2, 3, or 4, wherein each of the protrusions is provided only on one surface side in a tire width direction which is an inner side in the width direction of the vehicle when the vehicle is mounted. 車両装着時に車両の幅方向外側になるタイヤ幅方向他方の面側に、タイヤ周方向及びタイヤ径方向に亘って多数の凹部を設けた
ことを特徴とする請求項５記載の空気入りタイヤ。 The pneumatic tire according to claim 5, wherein a plurality of recesses are provided in the tire circumferential direction and the tire radial direction on the other side in the tire width direction that becomes the outer side in the width direction of the vehicle when the vehicle is mounted. 前記各凹部をタイヤ径方向内側端部からタイヤ断面高さの３５％以内の範囲を除く所定領域に設けた
ことを特徴とする請求項６記載の空気入りタイヤ。 The pneumatic tire according to claim 6, wherein each of the recesses is provided in a predetermined region excluding a range within 35% of the tire cross-section height from the inner end in the tire radial direction. 前記各凹部を０．３ｍｍ以上２ｍｍ以下の深さに形成した
ことを特徴とする請求項６または７記載の空気入りタイヤ。 The pneumatic tire according to claim 6 or 7, wherein each recess is formed to a depth of 0.3 mm or more and 2 mm or less. 前記各凹部を０．５ｍｍ以上８ｍｍ以下の直径に形成した
ことを特徴とする請求項６、７または８記載の空気入りタイヤ。 The pneumatic tire according to claim 6, 7 or 8, wherein each of the recesses has a diameter of 0.5 mm or more and 8 mm or less. 前記各凹部をタイヤ径方向外側に位置するほど大きくなるように形成した
ことを特徴とする請求項６、７、８または９記載の空気入りタイヤ。 The pneumatic tire according to claim 6, 7, 8, or 9, wherein each of the recesses is formed to be larger as it is located on the outer side in the tire radial direction. 前記各凹部をタイヤ径方向外側に位置するほど深さ寸法が小さくなるように形成した
ことを特徴とする請求項６、７、８、９または１０記載の空気入りタイヤ。 The pneumatic tire according to claim 6, 7, 8, 9 or 10, wherein each of the recesses is formed such that a depth dimension thereof decreases as it is positioned on the outer side in the tire radial direction.
JP2009110428A 2009-04-30 2009-04-30 Pneumatic tire Active JP5251709B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009110428A JP5251709B2 (en) 2009-04-30 2009-04-30 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009110428A JP5251709B2 (en) 2009-04-30 2009-04-30 Pneumatic tire

Publications (2)

Publication Number Publication Date
JP2010260378A true JP2010260378A (en) 2010-11-18
JP5251709B2 JP5251709B2 (en) 2013-07-31

Family

ID=43358850

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009110428A Active JP5251709B2 (en) 2009-04-30 2009-04-30 Pneumatic tire

Country Status (1)

Country Link
JP (1) JP5251709B2 (en)

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102874057A (en) * 2011-07-13 2013-01-16 韩国轮胎株式会社 A vehicle tire having a sidewall section with a plurality of curved protrusions
CN103029530A (en) * 2011-09-28 2013-04-10 横滨橡胶株式会社 Pneumatic tire unit
CN103029531A (en) * 2011-09-28 2013-04-10 横滨橡胶株式会社 Tire/wheel assembly
JP2013071680A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire unit
JP2013071659A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Tire/wheel assembly
JP2013071649A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2013071638A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire
JP5246370B1 (en) * 2012-08-20 2013-07-24 横浜ゴム株式会社 Pneumatic tire
WO2014010297A1 (en) 2012-07-11 2014-01-16 横浜ゴム株式会社 Pneumatic tire
JP2014015182A (en) * 2012-07-11 2014-01-30 Yokohama Rubber Co Ltd:The Pneumatic tire
WO2014024587A1 (en) * 2012-08-07 2014-02-13 横浜ゴム株式会社 Pneumatic tire
WO2014061311A1 (en) * 2012-10-16 2014-04-24 横浜ゴム株式会社 Pneumatic tire
WO2014192695A1 (en) * 2013-05-27 2014-12-04 横浜ゴム株式会社 Air resistance reduction structure for vehicle and vehicle
US20150013869A1 (en) * 2012-02-27 2015-01-15 Sumitomo Rubber Industries, Ltd. Pneumatic tire
JP2015042536A (en) * 2013-08-26 2015-03-05 横浜ゴム株式会社 Pneumatic tire
WO2016163523A1 (en) * 2015-04-09 2016-10-13 横浜ゴム株式会社 Pneumatic tire
JP2017144794A (en) * 2016-02-15 2017-08-24 東洋ゴム工業株式会社 Pneumatic tire
WO2020166606A1 (en) * 2019-02-12 2020-08-20 株式会社ブリヂストン Tire
US11787238B2 (en) 2018-04-02 2023-10-17 The Yokohama Rubber Co., Ltd. Pneumatic tire

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015098878A1 (en) 2013-12-25 2015-07-02 横浜ゴム株式会社 Vehicle

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04238703A (en) * 1991-01-10 1992-08-26 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH05254308A (en) * 1992-03-11 1993-10-05 Bridgestone Corp Pneumatic radial tire
JPH0680003A (en) * 1992-09-02 1994-03-22 Bridgestone Corp Pneumatic tire
JPH07195908A (en) * 1993-12-29 1995-08-01 Sumitomo Rubber Ind Ltd Pneumatic radial tier for electric vehicle
JPH0834206A (en) * 1994-07-22 1996-02-06 Yokohama Rubber Co Ltd:The Pneumatic tire
JPH11129705A (en) * 1997-10-28 1999-05-18 Bridgestone Corp Pneumatic radial tire
JP2003146015A (en) * 2001-11-13 2003-05-21 Sumitomo Rubber Ind Ltd Pneumatic tire
JP2005132247A (en) * 2003-10-30 2005-05-26 Toyo Tire & Rubber Co Ltd Pneumatic radial-ply tire
JP2006256433A (en) * 2005-03-16 2006-09-28 Yokohama Rubber Co Ltd:The Pneumatic radial tire
JP2008001249A (en) * 2006-06-23 2008-01-10 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2008164454A (en) * 2006-12-28 2008-07-17 Sumitomo Rubber Ind Ltd Method for detecting forward and backward force of tire, and air-filled tire used therefor
JP2009029383A (en) * 2007-07-30 2009-02-12 Bridgestone Corp Pneumatic tire
JP2009029377A (en) * 2007-07-30 2009-02-12 Bridgestone Corp Pneumatic tire

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04238703A (en) * 1991-01-10 1992-08-26 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH05254308A (en) * 1992-03-11 1993-10-05 Bridgestone Corp Pneumatic radial tire
JPH0680003A (en) * 1992-09-02 1994-03-22 Bridgestone Corp Pneumatic tire
JPH07195908A (en) * 1993-12-29 1995-08-01 Sumitomo Rubber Ind Ltd Pneumatic radial tier for electric vehicle
JPH0834206A (en) * 1994-07-22 1996-02-06 Yokohama Rubber Co Ltd:The Pneumatic tire
JPH11129705A (en) * 1997-10-28 1999-05-18 Bridgestone Corp Pneumatic radial tire
JP2003146015A (en) * 2001-11-13 2003-05-21 Sumitomo Rubber Ind Ltd Pneumatic tire
JP2005132247A (en) * 2003-10-30 2005-05-26 Toyo Tire & Rubber Co Ltd Pneumatic radial-ply tire
JP2006256433A (en) * 2005-03-16 2006-09-28 Yokohama Rubber Co Ltd:The Pneumatic radial tire
JP2008001249A (en) * 2006-06-23 2008-01-10 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2008164454A (en) * 2006-12-28 2008-07-17 Sumitomo Rubber Ind Ltd Method for detecting forward and backward force of tire, and air-filled tire used therefor
JP2009029383A (en) * 2007-07-30 2009-02-12 Bridgestone Corp Pneumatic tire
JP2009029377A (en) * 2007-07-30 2009-02-12 Bridgestone Corp Pneumatic tire

Cited By (52)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102874057A (en) * 2011-07-13 2013-01-16 韩国轮胎株式会社 A vehicle tire having a sidewall section with a plurality of curved protrusions
US20130014877A1 (en) * 2011-07-13 2013-01-17 Ahn Jae Sung Vehicle tire having a sidewall section with a plurality of curved protrusions
JP2013018474A (en) * 2011-07-13 2013-01-31 Hankook Tire Co Ltd Vehicle tire having sidewall for forming curved projection part
JP2013071659A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Tire/wheel assembly
JP2013071638A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2013071680A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire unit
JP2013071661A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Tire/wheel assembly
JP2013071650A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire
US9038684B2 (en) 2011-09-28 2015-05-26 The Yokohama Rubber Co., Ltd. Pneumatic tire unit
JP2013071649A (en) * 2011-09-28 2013-04-22 Yokohama Rubber Co Ltd:The Pneumatic tire
CN103029531A (en) * 2011-09-28 2013-04-10 横滨橡胶株式会社 Tire/wheel assembly
DE102012217861B4 (en) 2011-09-28 2022-05-05 The Yokohama Rubber Co., Ltd tire/wheel arrangement
US11173754B2 (en) * 2011-09-28 2021-11-16 The Yokohama Rubber Co., Ltd. Pneumatic tire
CN103029530A (en) * 2011-09-28 2013-04-10 横滨橡胶株式会社 Pneumatic tire unit
US9132694B2 (en) 2011-09-28 2015-09-15 The Yokohama Rubber Co., Ltd. Tire/wheel assembly
US9579931B2 (en) 2011-09-28 2017-02-28 The Yokohama Rubber Co., Ltd. Pneumatic tire
US10000095B2 (en) * 2012-02-27 2018-06-19 Sumitomo Rubber Industries, Ltd. Pneumatic tire with dimples on one or both sidewall outer surfaces
US20150013869A1 (en) * 2012-02-27 2015-01-15 Sumitomo Rubber Industries, Ltd. Pneumatic tire
JP2014015182A (en) * 2012-07-11 2014-01-30 Yokohama Rubber Co Ltd:The Pneumatic tire
EP2862730A4 (en) * 2012-07-11 2016-06-08 Yokohama Rubber Co Ltd Pneumatic tire
US10189315B2 (en) 2012-07-11 2019-01-29 The Yokohama Rubber Co., Ltd. Pneumatic tire
WO2014010297A1 (en) 2012-07-11 2014-01-16 横浜ゴム株式会社 Pneumatic tire
CN104364092A (en) * 2012-08-07 2015-02-18 横滨橡胶株式会社 Pneumatic tire
DE112013002573B4 (en) 2012-08-07 2022-07-14 The Yokohama Rubber Co., Ltd. tire
KR20160104750A (en) 2012-08-07 2016-09-05 요코하마 고무 가부시키가이샤 Pneumatic tire
JPWO2014024587A1 (en) * 2012-08-07 2016-07-25 横浜ゴム株式会社 Pneumatic tire
WO2014024587A1 (en) * 2012-08-07 2014-02-13 横浜ゴム株式会社 Pneumatic tire
US9387730B2 (en) 2012-08-20 2016-07-12 The Yokohama Rubber Co., Ltd. Pneumatic tire
CN104364093B (en) * 2012-08-20 2016-03-30 横滨橡胶株式会社 Air-inflation tyre
JP5246370B1 (en) * 2012-08-20 2013-07-24 横浜ゴム株式会社 Pneumatic tire
US20150136292A1 (en) * 2012-08-20 2015-05-21 The Yokohama Rubber Co., Ltd. Pneumatic Tire
WO2014030391A1 (en) * 2012-08-20 2014-02-27 横浜ゴム株式会社 Pneumatic tire
CN104364093A (en) * 2012-08-20 2015-02-18 横滨橡胶株式会社 Pneumatic tire
DE112013002809B4 (en) 2012-08-20 2018-04-05 The Yokohama Rubber Co., Ltd. tire
WO2014061311A1 (en) * 2012-10-16 2014-04-24 横浜ゴム株式会社 Pneumatic tire
KR101656721B1 (en) * 2012-10-16 2016-09-22 요코하마 고무 가부시키가이샤 Pneumatic tire
KR20150046146A (en) 2012-10-16 2015-04-29 요코하마 고무 가부시키가이샤 Pneumatic tire
US10518591B2 (en) 2012-10-16 2019-12-31 The Yokohama Rubber Co., Ltd. Pneumatic tire
DE112013005879B4 (en) 2012-10-16 2019-03-21 The Yokohama Rubber Co., Ltd. tire
US9663154B2 (en) 2013-05-27 2017-05-30 The Yokohama Rubber Co., Ltd. Resistance reduction structure for vehicle and vehicle
JP2014227145A (en) * 2013-05-27 2014-12-08 横浜ゴム株式会社 Air resistance reduction structure for vehicle and vehicle
WO2014192695A1 (en) * 2013-05-27 2014-12-04 横浜ゴム株式会社 Air resistance reduction structure for vehicle and vehicle
JP2015042536A (en) * 2013-08-26 2015-03-05 横浜ゴム株式会社 Pneumatic tire
JPWO2016163523A1 (en) * 2015-04-09 2018-02-01 横浜ゴム株式会社 Pneumatic tire
US10850573B2 (en) 2015-04-09 2020-12-01 The Yokohama Rubber Co., Ltd. Pneumatic tire
WO2016163523A1 (en) * 2015-04-09 2016-10-13 横浜ゴム株式会社 Pneumatic tire
JP2017144794A (en) * 2016-02-15 2017-08-24 東洋ゴム工業株式会社 Pneumatic tire
US11787238B2 (en) 2018-04-02 2023-10-17 The Yokohama Rubber Co., Ltd. Pneumatic tire
WO2020166606A1 (en) * 2019-02-12 2020-08-20 株式会社ブリヂストン Tire
JP2020131723A (en) * 2019-02-12 2020-08-31 株式会社ブリヂストン tire
CN113423590A (en) * 2019-02-12 2021-09-21 株式会社普利司通 Tyre for vehicle wheels
JP7229036B2 (en) 2019-02-12 2023-02-27 株式会社ブリヂストン tire

Also Published As

Publication number Publication date
JP5251709B2 (en) 2013-07-31

Similar Documents

Publication Publication Date Title
JP5251709B2 (en) Pneumatic tire
JP5115516B2 (en) Pneumatic tire
US20150360521A1 (en) Pneumatic tire
JP6408520B2 (en) Pneumatic radial tire for passenger cars and method of using the same
JP5418767B2 (en) Pneumatic tire
JP4220542B2 (en) Pneumatic tire
WO2014061311A1 (en) Pneumatic tire
JP5981108B2 (en) Pneumatic radial tire for passenger cars and method of using the same
JP5482759B2 (en) Pneumatic tire
CN107867126B (en) Tyre for vehicle wheels
JP2011152845A (en) Pneumatic tire
KR101596343B1 (en) Pneumatic tire
US9663154B2 (en) Resistance reduction structure for vehicle and vehicle
JP2011079406A (en) Pneumatic tire
JP4295455B2 (en) Pneumatic tire
JP2011105131A (en) Pneumatic tire
JP2010168001A (en) Tire
JPWO2014010297A1 (en) Pneumatic tire
JP5890113B2 (en) tire
CN107531107B (en) Pneumatic tire
CN102463848B (en) Pneumatic tire
JP6136133B2 (en) Pneumatic tire
JPWO2017090136A1 (en) Pneumatic tire
JP5201961B2 (en) Pneumatic tires for motorcycles
JP2020131919A (en) Pneumatic tire

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20120315

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130306

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20130319

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20130401

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

Ref document number: 5251709

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20160426

Year of fee payment: 3

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250