Tire

Abstract

The tire (1) includes a communication device (10) embedded inside a side portion (1d) and a plurality of turbulence-generating protrusions (F) protruding from a tire outer surface (1ds) of the side portion, extending in a tire radial direction, and arranged at intervals in a tire circumferential direction. In a tire width direction projection plane of the side portion, the communication device overlaps the turbulence-generating protrusions (F) and / or inter-protrusion recesses (G) between the turbulence-generating protrusions.

Description

Technical Field

[0001] This disclosure relates to tires.

[0002] This application claims priority to Japanese Patent Application No. 2021-148904, filed on September 13, 2021, the entire contents of which are incorporated herein by reference. Background Technology

[0003] Tires with communication devices (such as RF tags) embedded inside the tire are known (Patent Document 1).

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2021-046057 Summary of the Invention

[0007] The problem the invention aims to solve

[0008] However, the aforementioned conventional tires have room for improvement in the durability of communication devices.

[0009] The purpose of this disclosure is to provide a tire that can improve the durability of communication devices.

[0010] Solution for solving the problem

[0011] The tires disclosed herein include:

[0012] Communication devices, which are embedded inside the sidewall of the tire; and

[0013] Multiple turbulence-generating protrusions protrude from the outer surface of the tire sidewall, extend radially along the tire, and are spaced apart circumferentially along the tire, wherein...

[0014] In the tire width direction projection plane of the sidewall portion, the communication device overlaps with at least one of the turbulence-generating protrusion and the recess between adjacent turbulence-generating protrusions.

[0015] The effects of the invention

[0016] According to this disclosure, a tire that can improve the durability of a communication device can be provided. Attached Figure Description

[0017] [ Figure 1 ] Figure 1 This is a side view of a portion of the sidewall of a tire according to the first embodiment of this disclosure, as viewed from the outside in the tire width direction.

[0018] [ Figure 2 ] Figure 2This is a cross-sectional view along the width of the tire. Figure 1 The cross-sectional diagram of line AA in the diagram is shown. Figure 1 Part of the tire.

[0019] [ Figure 3 ] Figure 3 This is a perspective view illustrating an example of a communication device that can be used in a tire according to any embodiment of this disclosure.

[0020] [ Figure 4 ] Figure 4 It is in decomposition form Figure 3 An exploded perspective view of the communication device in the image.

[0021] [ Figure 5 ] Figure 5 It is a diagram illustrating the effect of protrusions in generating turbulence.

[0022] [ Figure 6 ] Figure 6 This is a cross-sectional view in the tire width direction, illustrating a portion of a tire according to a second embodiment of the present disclosure.

[0023] [ Figure 7 ] Figure 7 This is a side view of a tire according to the third embodiment of this disclosure.

[0024] [ Figure 8 ] Figure 8 This is a perspective view of a turbulence-generating protrusion according to a third embodiment of the present disclosure.

[0025] [ Figure 9 ] Figure 9 This is observed from the circumference of the tire. Figure 8 The diagram shows a front view of turbulence generation using protrusions.

[0026] [ Figure 10 ] Figure 10 This is a perspective view illustrating a portion of a tire according to the fourth embodiment of the present disclosure.

[0027] [ Figure 11 ] Figure 11 This is a cross-sectional view of the tire in the tread width direction according to the fourth embodiment of this disclosure.

[0028] [ Figure 12 ] Figure 12 It is a graph illustrating the temperature dependence of the bead filler and sidewall rubber portion in a tire according to the fourth embodiment of this disclosure.

[0029] [ Figure 13 ] Figure 13 This is a side view of a tire according to the fifth embodiment of this disclosure.

[0030] [ Figure 14 ] Figure 14 yes Figure 13 The image shows a magnified view of the protrusions that generate turbulence.

[0031] [ Figure 15 ] Figure 15 It's a diagram. Figure 13 Main section diagram of section BB.

[0032] [ Figure 16 ] Figure 16 This is a side view of a tire according to the sixth embodiment of this disclosure.

[0033] [ Figure 17 ] Figure 17 It's a diagram. Figure 16 Main section view of the CC section.

[0034] [ Figure 18 ] Figure 18 This is a side view of a tire according to the seventh embodiment of this disclosure.

[0035] [ Figure 19 ] Figure 19 yes Figure 18 The image shows a magnified view of the protrusions that generate turbulence.

[0036] [ Figure 20 ] Figure 20 (a) is Figure 18 The image shows a magnified view of the protrusions that generate turbulence. Figure 20 (b) is with Figure 20 The diagram in (a) shows a cross-sectional view of turbulence generation with the extension direction of the protrusions being orthogonal.

[0037] [ Figure 21 ] Figure 21 (a) is a partial cross-sectional view of a tire according to the seventh embodiment of the present disclosure along the tire width direction and the tire radial direction. Figure 21 (b) is a partial cross-sectional view of a tire according to the seventh embodiment of the present disclosure along the tire width direction and the tire radial direction. Detailed Implementation

[0038] The tires disclosed herein can be suitably used as any type of pneumatic tire, such as pneumatic tires for passenger cars and pneumatic tires for trucks / buses.

[0039] The following describes an embodiment of the tire according to the present disclosure with reference to the accompanying drawings.

[0040] In the accompanying drawings, common components and parts are labeled with the same reference numerals. In some drawings, the tire width is indicated by the reference numeral "TW", the tire radial direction by the reference numeral "RD", and the tire circumferential direction by the reference numeral "CD". In this specification, the side closer to the tire's inner cavity is referred to as the "tire inner side", and the side farther from the tire's inner cavity is referred to as the "tire outer side".

[0041] Figure 1 and Figure 2 This is a diagram illustrating a tire 1 according to a first embodiment of the present disclosure. Figure 1 This is a side view of a portion of the sidewall of a tire according to the first embodiment of this disclosure, as viewed from the outside in the tire width direction. Figure 2 This is a cross-sectional view along the width of the tire. Figure 1 The cross-sectional diagram of line AA in the diagram is shown. Figure 1 A portion of the tire (specifically, the portion on one side relative to the tire's equatorial plane CL). Figure 6 This is a cross-sectional view in the tire width direction, illustrating a portion of a tire according to a second embodiment of the present disclosure (specifically, the portion on one side relative to the tire equatorial plane CL).

[0042] Figure 1 and Figure 2 The tire 1 in the embodiment is configured as a pneumatic tire for passenger cars. Figure 6 The tire 1 in the embodiment is constructed as a pneumatic tire for trucks / buses. For convenience, these embodiments will be described together below.

[0043] The tire 1 in any embodiment of this disclosure can be constructed as any type of tire.

[0044] The tire 1 includes a tire body 1M and a communication device 10. The tire body 1M corresponds to the part of the tire 1 other than the communication device 10.

[0045] Unless otherwise stated, the following measurements of the positional relationships, dimensions, etc., are assumed to be taken under the reference condition of tire 1 mounted on a suitable rim, inflated to the specified internal pressure, and without any load applied. When tire 1 is mounted on a suitable rim, inflated to the specified internal pressure, and subjected to maximum load, the width of the contact patch in the tire width direction that contacts the road surface is called the tire contact width, and the end of the contact patch in the tire width direction is called the contact end.

[0046] In this specification, "applicable rim" refers to a standard rim of applicable size (measuring rim in the ETRTO Standards Manual and design rim in the TRA Yearbook) that is recorded or will be recorded in the applicable industry standards in the regions where pneumatic tires are produced and used. These industry standards include, for example, the JATMA Yearbook of Japan's JATMA (Japan Automobile Tire Manufacturers Association), the standards manual of Europe's ETRTO (European Tire & Rim Technology Organization), and the yearbook of the US's TRA (Tire & Rim Association). In cases where a size is not recorded in the aforementioned industry standards, "rim" refers to a rim whose width corresponds to the bead width of the pneumatic tire. "Applicable rim" includes, in addition to current sizes, sizes that will be described in the aforementioned industry standards. Examples of "sizes to be recorded in the future" include sizes recorded as "FUTUREDEVELOPMENTS" in the 2013 edition of the ETRTO Standards Manual.

[0047] In this specification, "specified internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel under the applicable size and ply rating specified in the aforementioned industry standards such as the JATMA Yearbook. For sizes not specified in the aforementioned industry standards, "specified internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity specified for the vehicle with the tire mounted. Furthermore, as used herein, "maximum load" refers to the load corresponding to the maximum load capacity of a tire of the applicable size specified in the aforementioned industry standards, or, for sizes not specified in the aforementioned industry standards, the load corresponding to the maximum load capacity specified for the vehicle with the tire mounted.

[0048] First, the tire body 1M will be described.

[0049] like Figure 2 , Figure 6 As illustrated in the figures, in various embodiments of this specification, the tire body 1M includes a tread portion 1a, a pair of sidewall portions 1b extending radially inward from both ends of the tread width direction of the tread portion 1a, and a pair of bead portions 1c disposed at the respective radially inward ends of the sidewall portions 1b. The tread portion 1a is the tire width direction portion of the tire body 1M between a pair of contact ends. The bead portions 1c are configured to contact the rim radially inward and radially outward of the tire when the tire 1 is mounted on the rim.

[0050] The tire body 1M has a pair of sidewall portions 1d, which extend radially inward from both ends of the tread portion 1a in the tire width direction. The sidewall portions 1d are formed by a tire sidewall portion 1b and a bead portion 1c. The outer surface of the sidewall portion 1d is referred to in this specification as the "tire outer surface 1ds of the sidewall portion 1d".

[0051] The tire body 1M also includes a pair of bead cores 4a, a pair of bead fillers 4b, tire body 5, belt section 6, tread rubber 7, sidewall rubber 8, and inner liner 9.

[0052] Each bead core 4a is embedded in a corresponding bead portion 1c. The bead core 4a comprises multiple bead threads coated with rubber. The bead threads are preferably made of metal (such as steel). The bead threads can be made, for example, of monofilaments or stranded wires. The bead threads can also be made of organic fibers or carbon fibers.

[0053] Each bead filler 4b is positioned radially outward of the corresponding bead core 4a. The bead filler 4b gradually tapers as it extends radially outward of the tire. The bead filler 4b is made of, for example, rubber.

[0054] Bead filler is sometimes referred to as a "reinforcement".

[0055] like Figure 6 As illustrated, in the case where the tire body 1M (and therefore tire 1) is constructed as a pneumatic tire for a truck / bus, the bead filler 4b can be composed of multiple (in) Figure 6 In the example, two bead fillers 4b1 and 4b2 are formed. These bead fillers 4b1 and 4b2 may, for example, differ in hardness. These bead fillers 4b1 and 4b2 may, for example, be arranged (stacked) along the radial direction of the tire.

[0056] The carcass 5 spans between a pair of bead cores 4a and extends circumferentially. The carcass 5 is constructed of one or more carcass ply layers 5a. Each carcass ply layer 5a includes one or more carcass cords and a coating of rubber covering the carcass cords. The carcass cords may be formed from monofilaments or stranded yarns.

[0057] The tire carcass cords can be made of organic fibers such as polyester, nylon, rayon, and aramid, or they can be made of metals such as steel. When tire 1 is configured as a pneumatic tire for trucks / buses, the tire carcass cords are preferably made of metals such as steel. When tire 1 is configured as a pneumatic tire for passenger cars, the tire carcass cords are preferably made of organic fibers such as polyester, nylon, rayon, and aramid.

[0058] The carcass ply 5a includes a ply body 5M located between a pair of bead cores 4a. The carcass ply 5a may also include ply fold-back portions 5T, which fold back from both ends of the ply body 5M around the bead cores 4a in the tire width direction from the inside to the outside. However, the carcass ply 5a does not necessarily include ply fold-back portions 5T. The carcass 5a preferably has a radial structure, but may also have a bias structure.

[0059] The belt section 6 is located radially outward of the crown portion of the tire body 5. The belt section 6 includes one or more belt layers 6a. Each belt layer 6a includes one or more belt cords and a coating rubber covering the belt cords. The belt cords can be formed from monofilaments or stranded wires. The belt cords can be made of metal (such as steel) or organic fibers such as polyester, nylon, rayon, aramid, etc.

[0060] The tread rubber 7 is located radially outside the tire in the tread portion 6 within the tread portion 1a. The tread rubber 7 forms the tread tread surface, which is the radially outer surface of the tire in the tread portion 1a. Tread patterns are formed on the tread tread surface.

[0061] The sidewall rubber 8 is located on the outer side of the tire body 5 in the tire width direction within the sidewall portion 1b. The sidewall rubber 8 forms the outer surface of the sidewall portion 1b in the tire width direction. The sidewall rubber 8 is integrally formed with the tread rubber 7.

[0062] The inner liner 9 is disposed inside the tire body 5 and may, for example, be laminated to the tire body 5. The inner liner 9 is constructed, for example, of a butyl rubber having low permeability. Examples of butyl rubbers include butyl rubber and halogenated butyl rubbers as derivatives thereof. The inner liner 9 is not limited to butyl rubber and may be constructed of other rubber compositions, resins, or elastomers.

[0063] like Figure 6 As illustrated, in the case where the tire body 1M (and therefore the tire 1) is configured as a pneumatic tire for a truck / bus, the tire body 1M may include a reinforcing member 3 surrounding the bead core 4a. The reinforcing member 3 may be arranged on the side of the bead core 4a opposite to the tire body 5, as shown in... Figure 6 As in the example. Reinforcing member 3 includes one or more (in...) Figure 6 In the example, there are 3) reinforcing fabric layers 3a. Each reinforcing fabric layer 3a contains reinforcing cords. The reinforcing cords can be made of metal (such as steel) or organic fibers such as polyester, nylon, rayon, aramid, etc.

[0064] In each embodiment of this specification, such as Figure 1 , Figure 2 and Figure 6 As illustrated, the tire body 1M includes a plurality of turbulence-generating protrusions F that protrude from the outer surface 1ds of the tire sidewall portion 1d, extend radially along the tire, and are spaced apart circumferentially along the tire. Between adjacent turbulence-generating protrusions F, recesses G are defined that are recessed inward in the tire width direction.

[0065] Here, refer to Figure 5 This will explain the effect of the surge F on turbulence generation. For example... Figure 5As illustrated in the diagram, as the tire 1 rotates, the airflow S1, which is in contact with the outer surface 1ds of the tire sidewall 1d where no turbulence-generating protrusion F is formed, separates from the outer surface 1ds of the tire due to the turbulence-generating protrusion F and passes over the turbulence-generating protrusion F. On the back side of the turbulence-generating protrusion F, a portion (region) S2 where the airflow is stagnant is established.

[0066] Then, the airflow S1 re-attaches to the tire outer surface 1ds between the back side and the next turbulence-generating protrusion F, and separates again at the next turbulence-generating protrusion F. At this time, an airflow stagnation section (region) S3 is established between the airflow S1 and the next turbulence-generating protrusion F, etc. Here, increasing the velocity gradient (velocity) on the area in contact with the turbulence S1 is considered beneficial to increasing the cooling effect. In other words, by setting the turbulence-generating protrusion F on the tire outer surface 1ds of the sidewall portion 1d to generate an airflow S1 with a high flow rate and stagnation sections S2 and S3, and promoting the generation of turbulence on the tire outer surface 1ds of the sidewall portion 1d, the cooling effect of the sidewall portion 1d is enhanced.

[0067] Next, the communication device 10 will be described.

[0068] If the communication device 10 is configured to communicate wirelessly with a predetermined external device (such as a reader or reader / writer) located outside the tire 1, the configuration of the communication device 10 is not limited.

[0069] The communication device 10 preferably includes an RF tag. The RF tag is also known as an "RFID tag". The RF tag is preferably constructed as a passive type, but it can be constructed as an active type.

[0070] Instead of or as an addition to an RF tag, the communication device 10 may include an acceleration sensor for detecting the acceleration of the tire 1, an internal pressure sensor for detecting the internal pressure of the tire 1, etc.

[0071] Figure 3 and Figure 4 An example of a communication device 10 is illustrated. In this example, the communication device 10 has an RF tag. In this example, the communication device 10 includes an RF tag 10e and a cover portion 10f. The RF tag 10e includes an IC chip 10c and an antenna unit 10b. The RF tag 10e is constructed as a passive type.

[0072] For example, IC chip 10c operates by an induced electromotive force generated by radio waves received by antenna unit 10b. For example, IC chip 10c has a controller and a memory.

[0073] The memory can store any information. For example, the memory can store the identification information of tire 1. The identification information of tire 1 is the inherent identification information of tire 1 that can individually identify each tire, such as the manufacturer, manufacturing plant, and manufacturing date of tire 1. The memory can also store tire history information, such as the tire's driving distance, the number of emergency braking, the number of emergency starts, and the number of emergency turns. For example, sensors that detect the tire's internal temperature, tire pressure, tire acceleration, etc., can be placed in the tire's cavity, and the memory can store the detection information detected by these sensors. In this case, the RF tag 10e can wirelessly communicate with the sensors through the antenna unit 10b to acquire the detection information from the sensors.

[0074] The controller is configured to read information from memory.

[0075] Antenna unit 10b has a pair of antennas 10b1 and 10b2. Antennas 10b1 and 10b2 are connected to corresponding ends of IC chip 10c located on opposite sides. Antenna unit 10b is configured to transmit information to and receive information from the aforementioned predetermined external device outside the tire 1. Figure 3 and Figure 4 In the example, each antenna 10b1, 10b2 extends in a straight line, but each antenna 10b1, 10b2 can extend into any shape, such as a wave.

[0076] The cover 10f covers the entire RF tag 10e. The cover 10f is formed, for example, of rubber or resin.

[0077] In this example, the cover 10f has a pair of sheet-like cover members 10f1 and 10f2. The pair of cover members 10f1 and 10f2 overlap with the RF tag 10e sandwiched between them. The pair of cover members 10f1 and 10f2 are preferably fixed to each other by adhesive or the like.

[0078] However, the cover 10f can be constructed from a single component.

[0079] In this example, the covering part 10f is rectangular in the plan view, but the covering part 10f can be any shape in the plan view.

[0080] The communication device 10 does not necessarily have a cover portion 10f; that is, the communication device 10 can be constructed solely of the RF tag 10e.

[0081] The communication device 10, constructed in this way, can receive information transmitted via radio waves or magnetic fields from the aforementioned predetermined external device through the antenna unit 10b. Due to rectification (in the case of radio waves) or resonance (in the case of a magnetic field), electricity is generated in the antenna unit 10b of the communication device 10, and the memory and controller of the IC chip 10c perform predetermined operations. For example, the controller reads information from the memory and returns (transmits) the information from the antenna 10b to the aforementioned predetermined external device via radio waves or magnetic fields. The aforementioned predetermined external device receives radio waves or magnetic fields from the communication device 10. By acquiring the received information, the aforementioned predetermined external device can obtain the information stored in the memory of the IC chip 10c of the communication device 10.

[0082] However, the communication device 10 may have any construction other than that in this example.

[0083] The communication device 10 may have a longitudinal direction LD, a transverse direction SD, and a thickness direction TD. The longitudinal direction LD, transverse direction SD, and thickness direction TD are perpendicular to each other.

[0084] like Figure 3 and Figure 4 As illustrated, when the communication device 10 has an RF tag 10e, the longitudinal direction LD of the communication device 10 is parallel to the extending direction of the antenna element 10b. When each antenna 10b1, 10b2 of the antenna element 10b is wavy, the extending direction of the antenna element 10b refers to the extending direction of the center line of the amplitude of the wavy shape formed by each antenna 10b1, 10b2. In the communication device 10, the thickness direction TD refers to the thickness direction of the cover portion 10f when the communication device 10 has a cover portion 10f, and the thickness direction of the IC chip 10c when the communication device 10 does not have a cover portion 10f.

[0085] The length of the RF tag 10e in the longitudinal LD ​​is preferably 20 mm or more, or 50 mm or more. The length of the RF tag 10e in the longitudinal LD ​​is preferably 100 mm or less, or 70 mm or less.

[0086] The length of the RF tag 10e on the lateral SD is preferably less than 10 mm or less than 8 mm.

[0087] The length of the RF tag 10e in the thickness direction TD is preferably less than 5 mm or less than 2 mm.

[0088] When the communication device 10 has a cover portion 10f, the length of the communication device 10 in the longitudinal direction LD is preferably 30 mm or more, or 60 mm or more, for example. The length of the RF tag 10e in the longitudinal direction LD is preferably 110 mm or less, or 80 mm or less, for example.

[0089] When the communication device 10 has a cover portion 10f, the length of the communication device 10 in the horizontal direction SD is preferably 20 mm or less or 15 mm or less.

[0090] When the communication device 10 has a cover portion 10f, the thickness of the communication device 10 in the thickness direction TD is preferably 6 mm or less or 3 mm or less.

[0091] The thickness of each covering member 10f1, 10f2 of the covering portion 10f is preferably 0.5 mm or more, for example. The thickness of each covering member 10f1, 10f2 of the covering portion 10f is preferably 1 mm or less, for example.

[0092] In each embodiment of this specification, such as Figure 1 , Figure 2 and Figure 6 As shown in the diagram, the entire communication device 10 is embedded inside the sidewall portion 1d of the tire body 1M. The communication device 10 is embedded in the portion of the sidewall portion 1d of the tire body 1M that is located on the outer side of the tire body 5 in the tire width direction.

[0093] Projected plane in the tire width direction at sidewall 1d ( Figure 1 In the communication device 10 and the adjacent turbulence-generating protrusion F, at least one of the protrusion recess G and the turbulence-generating protrusion F (in) Figure 1 In the example, the protrusions overlap with the recesses G). Here, "the projection plane of the sidewall portion 1d in the tire width direction" is the projection plane when the sidewall portion 1d is observed by projection along the tire width direction, such as... Figure 1 As shown in the diagram.

[0094] The communication device 10 is oriented such that the thickness direction TD of the communication device 10 is substantially aligned with the tire width direction. Figure 2 and Figure 6 ).

[0095] During the production of tire 1, the green tire forming the tire body 1M and the communication device 10 are housed inside the mold used to form the tire and vulcanized.

[0096] The effects of each implementation method described in this specification will now be explained.

[0097] First, as described above, in each embodiment of this specification, such as Figure 1 , Figure 2 and Figure 6As illustrated, the communication device 10 is embedded inside the sidewall portion 1d. Generally, metal weakens radio waves between the communication device 10 and the aforementioned intended external device (such as a reader or reader / writer), thereby reducing the communication performance between the communication device 10 and the intended external device. This, in turn, reduces the communication distance between the communication device 10 and the intended external device. On the other hand, in the tire body 1M, metal (such as steel) can be used in the tire carcass 5, belt portion 6, bead core 4a, reinforcing member 3, etc. Generally, the sidewall portion 1d tends to have less metal than the tread portion 1a. Therefore, compared to the case where the communication device 10 is disposed in the tread portion 1a, disposing of the communication device 10 in the sidewall portion 1d can improve communication performance and extend the communication distance between the communication device 10 and the aforementioned intended external device.

[0098] As described above, in each embodiment of this specification, such as Figure 1 , Figure 2 and Figure 6 As shown in the figure, the tire body 1M includes multiple turbulence-generating protrusions F, and the communication device 10 is embedded inside the sidewall portion 1d of the tire body 1M, and its projection surface in the tire width direction of the sidewall portion 1d is ( Figure 1 In this configuration, at least one of the protrusion recess G between the communication device 10 and the adjacent turbulence-generating protrusion F overlaps with the turbulence-generating protrusion F. Therefore, heat generated from the communication device 10 can be effectively dissipated through the turbulence-generating protrusion F, thereby suppressing thermal aging of the communication device 10 and improving its durability. Furthermore, since the turbulence-generating protrusion F disperses the strain of the sidewall portion 1d during tire rolling, the load on the communication device 10 can be reduced, thus improving its durability.

[0099] In each embodiment of this specification, as in Figure 1 As in the example, the projection plane in the tire width direction of the sidewall 1d ( Figure 1In this configuration, the communication device 10 is preferably entirely located within the recess G between the protrusions. When the sidewall portion 1d collides with an external obstacle, this allows turbulence to be generated so that the protrusion F receives the impact from the obstacle (and is thus damaged), thus more reliably protecting the communication device 10 located at the position corresponding to the recess G between the protrusions from damage. In this case, the sidewall rubber 8 covering the outer side of the communication device 10 in the tire width direction is thin, thereby correspondingly improving communication performance. In other words, the sidewall rubber 8 includes carbon, and generally, carbon attenuates radio waves between the communication device 10 and the aforementioned predetermined external device (such as a reader or reader / writer), thereby reducing the communication performance between the communication device 10 and the aforementioned predetermined external device. This, in turn, reduces the communication distance between the communication device 10 and the aforementioned predetermined external device. Therefore, the thinness of the sidewall rubber 8 covering the communication device 10 results in improved communication performance.

[0100] In each embodiment of this specification, the facing direction (orientation) of the communication device 10 is arbitrary; however, from the viewpoint of durability of the communication device 10, the communication device 10 is preferably oriented such that the longitudinal direction LD of the communication device 10 is substantially aligned with the circumferential direction of the tire, as in... Figure 1 As in the example. However, the communication device 10 can also be oriented such that the lateral SD of the communication device 10 is substantially aligned with the tire circumference.

[0101] In each embodiment of this specification, the communication device 10 is preferably disposed in the side wall portion 1b, such as in Figure 2 and Figure 6 As in each embodiment. Generally, the sidewall portion 1b tends to have less metal than the bead portion 1c. Therefore, compared to the case where the communication device 10 is disposed in the bead portion 1c, disposing the communication device 10 in the sidewall portion 1b can improve communication performance and extend the communication distance between the communication device 10 and the aforementioned predetermined external device.

[0102] In each embodiment of this specification, tire 1 is configured as a pneumatic tire for passenger cars. Figure 2 In the case of communication device 10, the outer radial end 10u of the tire (more preferably, the entire communication device 10) is preferably located on the outer radial side of the tire at the outer radial end of the tire bead core 4a, and more preferably on the outer radial side of the tire at the radial center of the tire bead filler 4b. For example, the outer radial end 10u of the tire is preferably located on the outer radial side of the tire at the outer radial end 4bu of the tire bead filler 4b.

[0103] In each embodiment of this specification, tire 1 is configured as a pneumatic tire for passenger cars. Figure 2 When the communication device 10 described above is disposed in the side wall portion 1b, as in Figure 2As in the example, the outer radial end 10u of the communication device 10 is preferably located on the inner radial side of the outer radial end 5e of the ply folding portion 5T of the tire carcass 5. This improves communication performance and increases the communication distance between the communication device 10 and the aforementioned predetermined external device. Simultaneously, it allows the communication device 10 to be positioned in a portion of the tire body 1M that experiences less torsion during tire rolling, thereby improving the durability of the communication device 10 and consequently, the durability of the tire 1.

[0104] The radial distance between the outermost radial end 10u of the tire of the communication device 10 and the outermost radial end 5e of the tire of the ply folding portion 5T of the tire carcass 5 is preferably 3mm to 30mm, more preferably 5mm to 15mm.

[0105] In each embodiment of this specification, tire 1 is configured as a pneumatic tire for passenger cars. Figure 2 In the case of, such as Figure 2 As in the example, the outermost radial end 5e of the ply fold-back portion 5T of the carcass 5 is preferably located radially outside the outermost radial end 4bu of the bead filler 4b. However, the outermost radial end 5e of the ply fold-back portion 5T of the carcass 5 may be located at the same radial position as the outermost radial end of the bead filler 4b, or radially inside the outermost radial end of the bead filler 4b.

[0106] In each embodiment of this specification, when tire 1 is configured as a pneumatic tire for a passenger car ( Figure 2 The outer radial end 5e of the ply fold-back portion 5T of the tire body 5 can be located radially outside the tire body 1M at the maximum tire width position, at the same radial position as the maximum tire width position of the tire body 1M, or radially inside the tire body 1M at the maximum tire width position. Here, "maximum tire width position of the tire body 1M" refers to the radial position of the tire body 1M with the largest dimension in the tire width direction.

[0107] In each embodiment of this specification, when tire 1 is configured as a pneumatic tire for a passenger car ( Figure 2 ), such as in Figure 2 As in the example, the communication device 10 preferably contacts the outer surface of the tire carcass 5 in the tire width direction, and more preferably contacts the outer surface of the ply fold-back portion 5T of the tire carcass 5 in the tire width direction.

[0108] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6The radial center 10m of the tire of the communication device 10 (more preferably, the entire communication device 10) is preferably located on the radial outer side of the tire at the outer end of the tire bead core 4a. This can improve communication performance and extend the communication distance between the communication device 10 and the aforementioned predetermined external device.

[0109] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is preferably located on the radial outer side of the tire's outer end 5e of the tire's outer ply fold-back portion 5T. This improves communication performance and increases the communication distance between the communication device 10 and the aforementioned predetermined external device. Furthermore, it allows the communication device 10 to be positioned in a portion of the tire body 1M that experiences less torsion during tire rolling, thereby improving the durability of the communication device 10 and consequently, the durability of the tire 1.

[0110] Here, "the outermost radial end 5e of the ply fold-back portion 5T of the carcass 5" refers to the outermost radial end of the ply fold-back portion 5T in each ply of the carcass 5a.

[0111] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The radial center 10m of the tire of the communication device 10 (more preferably, the entire communication device 10) is preferably located on the radial outer side of the tire at the radial outer end 3u of the reinforcing member 3. This can improve communication performance and increase the communication distance between the communication device 10 and the aforementioned predetermined external device. At the same time, it can position the communication device 10 in a portion of the tire body 1M that experiences less torsion during tire 1 rolling, thereby improving the durability of the communication device 10 and thus improving the durability of the tire 1.

[0112] Here, "the outermost radial end 3u of the tire of the reinforcing member 3" refers to the outermost radial end of the tire among the outermost radial ends of each reinforcing ply 3a of the reinforcing member 3.

[0113] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6The radial center 10m of the tire of the communication device 10 (more preferably, the entire communication device 10) is preferably located on the radial inner side of the tire at the radial outer end 4bu of the tire bead filler 4b. This improves communication performance and increases the communication distance between the communication device 10 and the aforementioned predetermined external device. It also allows the communication device 10 to be positioned in a portion of the tire body 1M that experiences less torsion during tire rolling, thereby improving the durability of the communication device 10 and, consequently, the durability of the tire 1.

[0114] The radial distance between the radial center 10m of the tire of the communication device 10 and the radial outer end 4bu of the tire bead filler 4b is preferably 1mm to 30mm, more preferably 5mm to 15mm.

[0115] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The outermost end 5e of the ply fold-back portion 5T of the carcass 5 is preferably located on the inner side of the radial direction of the outermost end 4bu of the bead filler 4b. However, the outermost end 5e of the ply fold-back portion 5T of the carcass 5 may be located at the same radial position as the outermost end 4bu of the bead filler 4b or on the outer side of the radial direction of the outermost end 4bu of the bead filler 4b.

[0116] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The outermost end 3u of the reinforcing member 3 is preferably located on the inner side of the outermost end 4bu of the bead filler 4b. However, the outermost end 3u of the reinforcing member 3 may be located at the same radial position as the outermost end 4bu of the bead filler 4b or on the outer side of the outermost end 4bu of the bead filler 4b.

[0117] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The outer radial end 5e of the ply folding portion 5T of the tire carcass 5 can be located on the inner radial side of the tire at the maximum tire width position of the tire body 1M (e.g., in...). Figure 6 (as in the example), located at the same radial position as the tire's maximum width position at the tire body 1M, or located radially outside the tire's maximum width position at the tire body 1M.

[0118] Here, "the tire body 1M at its maximum width position" refers to the radial position of the tire body 1M with the maximum size in the tire width direction.

[0119] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The outer radial end 3u of the reinforcing member 3 can be located on the inner radial side of the tire at the maximum tire width position of the tire body 1M (e.g., Figure 6 (as in the example), located at the same radial position as the tire's maximum width position at the tire body 1M, or located radially outside the tire's maximum width position at the tire body 1M.

[0120] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 The radial center 10m of the tire of the communication device 10 (more preferably, the entire communication device 10) is preferably located radially inside the tire at the maximum tire width position of the tire body 1M. This can improve communication performance and increase the communication distance between the communication device 10 and the aforementioned predetermined external device, while also allowing the communication device 10 to be positioned in a portion of the tire body 1M that experiences less torsion during tire 1 rolling, thereby improving the durability of the communication device 10 and thus improving the durability of the tire 1.

[0121] In each embodiment of this specification, the tire 1 is configured as a pneumatic tire for trucks / buses ( Figure 6 ), such as in Figure 6 As in the example, the communication device 10 preferably contacts the outer surface of the tire width direction of the bead filler 4b.

[0122] In each embodiment of this specification, the maximum width of the turbulence-generating protrusion F along the tire circumference is preferably 4.7 mm to 7.1 mm.

[0123] This can further improve the durability of the communication device 10.

[0124] In each embodiment of this specification, the radial length of the turbulence-generating protrusion F is preferably 8 mm to 30 mm.

[0125] This can further improve the durability of the communication device 10.

[0126] In each embodiment of this specification, the maximum distance between adjacent turbulence-generating protrusions F in the tire circumferential direction (i.e., the maximum length of the recess G between protrusions in the tire circumferential direction) is preferably 10 mm to 25 mm.

[0127] This can further improve the durability of the communication device 10.

[0128] The following reference Figures 7 to 21 This illustrates a variation of the protrusion F used to generate turbulence.

[0129] Figures 7 to 9 This is a diagram illustrating a tire 1 according to a third embodiment of the present disclosure. Figures 10 to 12 This is a diagram illustrating a tire 1 according to the fourth embodiment of the present disclosure. Figures 13 to 15 This is a diagram illustrating a tire 1 according to the fifth embodiment of the present disclosure. Figures 16 to 17 This is a diagram illustrating a tire 1 according to the sixth embodiment of the present disclosure. Figures 18 to 21 This diagram illustrates a tire 1 according to the seventh embodiment of this disclosure. Figures 7 to 21 In each embodiment, the construction of the protrusion F for turbulence generation differs. However, in Figures 7 to 21 In each of the embodiments described above, as in reference 1 Figures 1 to 6 As described in the embodiment, the tire body 1M includes a plurality of turbulence-generating protrusions F that protrude from the outer surface 1ds of the tire sidewall portion 1d, extend radially along the tire, and are spaced apart circumferentially along the tire. A recessed portion G between adjacent turbulence-generating protrusions F is defined, recessed inward in the tire width direction.

[0130] exist Figures 7 to 21 For convenience, the communication device 10 is not shown in the diagram. However, in Figures 7 to 21 In each embodiment, the tire 1 also includes a communication device 10 embedded inside the sidewall portion 1d of the tire body 1M, and in the tire width direction projection plane of the sidewall portion 1d, the communication device 10 overlaps with at least one of the protrusion recess G between adjacent turbulence generating protrusions F and the turbulence generating protrusion F.

[0131] The following reference Figures 7 to 9 The tire 1 according to the third embodiment of this disclosure is described.

[0132] In the tire 1 of the third embodiment, a plurality of concave and convex surfaces extending radially along the tire and undulating in the tire width direction are formed at the top of the turbulence-generating protrusion F.

[0133] like Figure 7 As illustrated, a turbulence-generating protrusion 20(F) is provided on the sidewall portion 1d. The turbulence-generating protrusion 20(F) extends radially along the tire and protrudes outward in the tire width direction. Furthermore... Figure 7 As illustrated, multiple (eight in this embodiment) turbulence-generating protrusions 20(F) are closely arranged together circumferentially to form a group of turbulence-generating protrusions. Five such groups of turbulence-generating protrusions are spaced apart circumferentially.

[0134] Figure 8 The illustration shows an enlarged perspective view of the turbulence-generating protrusion according to this embodiment. Figure 9 yes Figure 8A front view taken from the circumference of the tire.

[0135] As illustrated in these figures, the turbulence-generating protrusion 20 is defined by a bottom wall 21 located at the inner end of the tire radial direction RD, a pair of sidewalls 22, 22 located on both sides of the tire circumferential direction CD, and a top 23 located on the outer side of the tire width direction.

[0136] The sidewall 22 extends flat along the radial direction of the tire, and a pair of sidewalls 22, 22 are configured at a predetermined distance from each other.

[0137] The top 23 is formed as a repeatedly undulating surface 24 in the tire width direction. More specifically, a portion 25 forming part of this surface 24 has a substantially triangular cross-sectional shape, formed by a first inclined surface (upper slope) 26 and a second inclined surface 27 (lower slope), the first inclined surface (upper slope) 26 being radially outward from the tire (towards... Figure 8 and Figure 9 While extending from the upper side of the paper, it slopes outward in the tire width direction, and the second inclined surface (downhill surface) 27 slopes outward in the radial direction of the tire (towards) Figure 8 and Figure 9 While extending from the upper side of the paper surface, it slopes inward in the tire width direction. By forming a plurality of such protrusions 25 continuously along the tire radial direction on the top 23, turbulence generation is achieved by forming the top 23 of the protrusion 20 into a protruding surface 24.

[0138] like Figure 9 As illustrated, the boundary between the second inclined surface 27 and the first inclined surface 26 adjacent to the second inclined surface 27 is called a valley point 28, and the cross-sectional shape of the valley point 28 is formed to be curved with a small radius of curvature. Similarly, at the vertex 29 where the first inclined surface 26 transitions to the second inclined surface 27, the cross-sectional shape of the vertex 29 is formed to be curved with a small radius of curvature.

[0139] The height of the uneven surface 24, i.e., the distance along the tire width direction between the apex 29 and the surface of the sidewall portion 1d, is H1. On the other hand, the height of the valley point 28, i.e., the distance along the tire width direction between the valley point 28 and the surface of the sidewall portion 1d, is H2. Here, the undulation height of the uneven surface 24 is (H1-H2), and the height of the turbulence-generating protrusion 20 is H1. The undulation height (H1-H2) of the uneven surface 24 is preferably 20% to 70% of the height H1 of the turbulence-generating protrusion 20.

[0140] In the third embodiment, a plurality of uneven surfaces 24 extending radially along the tire and undulating in the tire width direction are formed at the top of the turbulence-generating protrusion 20(F).

[0141] Therefore, compared to a turbulence-generating protrusion with a flat top, the turbulence-generating protrusion 20(F) with an uneven surface 24 according to this embodiment has a greater cooling effect on the tire sidewall 1d, because the generated turbulence S1( Figure 5 The number of protrusions is larger. Furthermore, when the protrusions for generating turbulence have flat tops, the air accumulated at the top of the protrusions in the mold used to form the tire can move easily and without resistance during tire vulcanization, which may tend to create exposed portions (cavitation). However, according to the third embodiment, the air accumulated at the top of the protrusions 20 in the mold used to form the tire is difficult to move during tire vulcanization. Therefore, exposed portions are unlikely to occur, and even if they do, they are not very noticeable due to the uneven surface 24 at the top. This suppresses appearance degradation caused by exposed portions. To increase turbulence and improve the cooling effect of the sidewall portion 1d, the number of uneven surfaces is preferably large.

[0142] The height (H1-H2) of the uneven surface 24 is preferably 20% to 70% of the height H1 of the turbulence-generating protrusion 20. By limiting the height (H1-H2) of the uneven surface 24 to a predetermined value, the occurrence of exposed portions can be further suppressed.

[0143] The concave and convex surfaces 24 have a shape of essentially triangular cross sections arranged continuously along the radial direction of the tire. This is a relatively simple shape that has the effect of simplifying the structure of the mold used to form the tire.

[0144] The following reference Figures 10 to 12 The tire 1 according to the fourth embodiment of this disclosure is described.

[0145] In the tire 1 of the fourth embodiment, the sidewall portion 1d includes a first rigid portion and a second rigid portion. The first rigid portion uses a first rubber member formed of a rubber member and having a predetermined rigidity, and the second rigid portion uses a second rubber member having a rigidity higher than the predetermined rigidity. The turbulence generating protrusion F is only provided in the first rigid portion.

[0146] like Figure 11 As illustrated, the sidewall portion 1d includes a low-rigidity portion 61 (first rigid portion) and a high-rigidity portion 62 (second rigid portion). In the low-rigidity portion 61, a first rubber member formed of a rubber component and having a predetermined rigidity is used. In this embodiment, the first rubber member is a portion of the sidewall rubber 8 of the sidewall portion 1d located in the region from the outermost contact end 51 in the tire width direction when the tread portion 1a contacts the road surface to the radially outer end 4bu of the tire bead filler 4b (hereinafter referred to as sidewall rubber portion 60A). For example, a rubber with a Young's modulus of 5 MPa to 7 MPa (at 25°C) is used in the sidewall rubber portion 60A.

[0147] In the high-rigidity section 62, a second rubber member with higher rigidity than the first rubber member, i.e., higher rigidity than the sidewall rubber section 60A, is used. In this embodiment, the second rubber member is the bead filler 4b. For example, it is preferable to use a rubber with a Young's modulus of 50 MPa to 500 MPa, particularly 110 MPa to 130 MPa (at 25°C), in the bead filler 4b.

[0148] Here, the temperature dependence of the bead filler 4b is greater than that of the sidewall rubber portion 60A. Temperature dependence is the property of a tire component whose rigidity changes in response to temperature changes in the tire component that forms part of the tire. In this embodiment, the rigidity of the bead filler 4b is higher than that of the sidewall rubber portion 60A. Therefore, the temperature dependence of the bead filler 4b is greater than that of the sidewall rubber portion 60A. In other words, as... Figure 12 As shown in the diagram, the change in rigidity (U1) of the bead filler 4b due to temperature change is greater than the change in rigidity (U2) of the sidewall rubber portion 60A due to temperature change.

[0149] Turbulence generation protrusions 70(F) extending radially RD along the tire are provided in at least a portion of the tire sidewall 1d.

[0150] like Figure 10 and Figure 11 As shown in the diagram, the turbulence-generating protrusion 70 protrudes from the surface of the sidewall portion 1d. The cross-sectional shape of the turbulence-generating protrusion 70, which is orthogonal to its extending direction, is rectangular.

[0151] The turbulence-generating protrusion 70 is provided only in the low-rigidity portion 61, that is, only in the sidewall rubber portion 60A. Specifically, the turbulence-generating protrusion 70 is provided only in the region from the contact patch end 51 to the radially outer end 4bu of the bead filler 4b. In other words, the turbulence-generating protrusion 70 is provided at a position that does not overlap with the bead filler 4b in the tire width direction.

[0152] The cross-sectional shape of the turbulence-generating protrusion 70 does not have to be rectangular, but can be any shape, such as trapezoidal or semi-circular. It is sufficient to set the turbulence-generating protrusion 70 in the region from the ground contact end 51 to the radial outer end 4bu of the tire bead filler 4b, and multiple turbulence-generating protrusions 70 can be set independently.

[0153] For example, if turbulence-generating protrusions are provided on the entire surface of the tire sidewall, the entire surface of the tire sidewall will be cooled by the turbulence-generating protrusions. However, if the temperature of the entire tire sidewall decreases, then... Figure 12As illustrated, the stiffness difference (d2) between the bead filler stiffness (e.g., T1) and the sidewall rubber stiffness (e.g., T2') is relatively large. Therefore, the bead filler flexes (deforms) less, while the sidewall flexes more. Consequently, torsion tends to concentrate at the tire width direction end 6e of the belt portion 6 (hereinafter, belt end 6e), which may lead to separation at belt end 6e.

[0154] Therefore, in the fourth embodiment, the turbulence-generating protrusion 70 is only provided in the low-rigidity portion 61 (sidewall rubber portion 60A). In other words, the turbulence-generating protrusion 70 does not overlap with the high-rigidity portion 62 (bead filler 4b), which has higher rigidity than the sidewall rubber portion 60A, in the tire width direction. Therefore, the turbulence generated by the turbulence-generating protrusion 70 when the tire 1 rotates will only cool the sidewall rubber portion 60A.

[0155] Because the sidewall rubber portion 60A is cooled by turbulent flow, its temperature does not easily rise, resulting in a smaller loss of rigidity. On the other hand, the bead filler 4b, which has a greater temperature dependence than the sidewall rubber portion 60A, is not cooled by turbulent flow, therefore its temperature rises, leading to a gradual decrease in rigidity. Therefore, as... Figure 12 As shown in the figure, within a predetermined temperature range R, as the rigidity of the bead filler 4b gradually decreases, the rigidity difference between the rigidity of the sidewall rubber portion 60A and the rigidity of the bead filler 4b becomes smaller.

[0156] Therefore, as Figure 12 As illustrated, when the vehicle is traveling at very high speeds, within the tire temperature range (a predetermined temperature range R), for example, the stiffness difference (d1) between the stiffness of the sidewall rubber portion 60A (e.g., T1) and the stiffness of the bead filler 4b (e.g., T2) can be reduced, making it easier for the bead filler 4b to flex together with the sidewall rubber portion 60A.

[0157] For example, when the vehicle is traveling at very high speeds, within the tire temperature range, this prevents the concentration of torsion (deformation) at the belt end 6e due to the rigidity difference between the sidewall rubber portion 60A and the bead filler 4b. Therefore, separation at the belt end 6e can be reliably suppressed.

[0158] Because the turbulence-generating protrusion 70 does not overlap with the high-rigidity portion 62 (bead filler 4b), which has higher rigidity than the sidewall rubber portion 60A, in the tire width direction, the thickness of the sidewall rubber portion 60A does not increase outside the tire width of the bead filler 4b due to the turbulence-generating protrusion protruding from the surface of the sidewall portion. Therefore, even when the vehicle is traveling at very high speeds, the sidewall rubber portion 60A and the bead filler 4b can reliably flex together, and the concentration of strain at the belt end 6e can be reliably suppressed.

[0159] The following reference Figures 13 to 15 The tire 1 according to the fifth embodiment of this disclosure is described.

[0160] In the tire 1 of the fifth embodiment, the width of the protrusion F, defined as the length of the turbulence generating protrusion F in the tire circumferential direction, varies along the tire radial direction and widens towards the outer end of the protrusion located on the radial outer side of the tire. The height of the turbulence generating protrusion F relative to the tire outer surface 1ds of the tire sidewall portion 1d varies along the tire radial direction and is formed to gradually decrease towards the outer end of the protrusion.

[0161] Multiple turbulence-generating protrusions 110(F) protrude from the outer surface 1ds of the tire sidewall 1d, extend radially along the tire, and are spaced apart in the tire circumferential direction. For example... Figure 13 As shown in the figure, on the outer surface 1ds of the tire at the sidewall 1d, turbulence generating protrusions 110 are arranged radially around the tire's axis of rotation.

[0162] The turbulence-generating protrusion 110 is an elongated protrusion used to generate or promote turbulence on the outer surface of the tire sidewall 1d during tire rotation. For example... Figure 15 As illustrated, the outer end 111 of the turbulence-generating protrusion 110, located at its radially outer end, has a slope, causing the height 110H to gradually decrease towards the edge. The outer surface of the turbulence-generating protrusion 110 at its outer end 111 in the tire width direction (the surface visible from the tire sidewall) is continuous with the outer surface 1ds of the tire sidewall portion 1d, forming a flush surface with the tire outer surface 1ds. Figure 15 As illustrated, the maximum angle 1θ1 between the outer surface of the turbulence-generating protrusion 110 in the tire width direction at its outer end 111 and the outer surface 1ds of the tire sidewall is set to 25° or less. Specifically, in this embodiment, the maximum angle 1θ1 is approximately 22°.

[0163] The inner end 112 of the radial inner end of the protrusion 110 for generating turbulence is formed to be smoothly continuous with the outer surface 1ds of the tire. The inner end 112 protrudes from the bead portion 1c and extends radially from the rim protection portion to be flush with the outer surface 1ds of the tire.

[0164] On the radially outer side of the tire with the turbulence-generating protrusion 110, text and symbols for conveying information are provided. These text and symbols are protrusions 130 that protrude from the sidewall 1d. These protrusions 130 also generate turbulence in the fluid flowing along the sidewall 1d, thereby having a cooling effect on the sidewall 1d.

[0165] The radial length 110L of the tire radial length as the protrusion 110 for generating turbulence ( Figure 14 For example, 12mm. The maximum height 110H of the turbulence-generating protrusion 110 relative to the tire sidewall portion 1d on the outer surface 1ds of the tire is 110H. Figure 15 The length of the protrusion 130 in the radial direction of the tire is, for example, 0.7 mm. The length of the protrusion 130 in the radial direction of the tire is, for example, 10 mm.

[0166] In this embodiment, such as Figure 14 As illustrated, turbulence-generating protrusions 110 are arranged adjacent to each other at predetermined intervals. The width of the turbulence-generating protrusions 110 varies, widening towards the radially outer side of the tire (tread side 1a). The interval 1P between the turbulence-generating protrusions 110 is... Figure 14 For example, 11mm.

[0167] For example, the protrusion width 111W of the outer end 111 of the protrusion 110 used for turbulence generation. Figure 14 The diameter is 4.665 mm to 7.141 mm, and the protrusion width 112W of the inner end of the protrusion 112 is 112W. Figure 14 The width of the protrusion is 1.202mm to 1.454mm. The protrusion width 111W of the outer end 111 and the protrusion width 112W of the inner end 112 can be adjusted according to the needs of each tire size.

[0168] Specifically, for example, the outer end 111 of a 225 / 50F17 tire has a protrusion width 111W of 7.141 mm, the inner end 112 has a protrusion width 112W of 1.202 mm, and the ratio of the outer end 111's protrusion width 111W to the inner end 112's protrusion width 112W is 5.941. The outer end 111 of a 225 / 45F17 tire has a protrusion width 111W of 5.378 mm, the inner end 112 has a protrusion width 112W of 1.454 mm, and the ratio of the outer end 111's protrusion width 111W to the inner end 112's protrusion width 112W is 3. For a 699.245 / 40F18 tire, the width 111W of the outer protrusion 111 is 4.665 mm, the width 112W of the inner protrusion 112 is 1.346 mm, and the ratio of the width 111W of the outer protrusion 111 to the width 112W of the inner protrusion 112 is 3.466. For a 225 / 50F16 tire, the width 111W of the outer protrusion 111 is 6.844 mm, the width 112W of the inner protrusion 112 is 1.392 mm, and the ratio of the width 111W of the outer protrusion 111 to the width 112W of the inner protrusion 112 is 4.917.

[0169] The protrusion width 111W is configured to have a length that is at least 25% of the spacing 1P of the turbulence-generating protrusions 110. Specifically, the protrusion width 111W at the outer end 111 of the protrusion is at least 50% of the spacing 1P between adjacent turbulence-generating protrusions 110. Furthermore, adjacent turbulence-generating protrusions 110 are configured not to be connected to each other. The aforementioned spacing 1P between the turbulence-generating protrusions 110 is the distance between the points that bisect the tire circumferential width of the turbulence-generating protrusions 110.

[0170] The two sides of the turbulence-generating protrusion along the longitudinal direction have different shapes. One side is substantially parallel to the longitudinal direction and is substantially straight. The other side has a gently sloping portion 113 that is substantially parallel to the first side and a steeply sloping portion 114 that is more inclined relative to the longitudinal direction than the gently sloping portion 113. The region near the outer end 111 of the protrusion is the steeply sloping portion 114. Therefore, the turbulence-generating protrusion 110 has an increasingly larger protrusion width toward the outer end 111.

[0171] In the tire circumferential end widths 111A and 111B of the outer end 111 of the protrusion 110, which serves as the turbulence-generating protrusion 110, one width end 111A is formed such that the angle 1θ3 between the circumferential side 1E1 extending along the tire circumferential direction and the radial side 1E2 extending along the tire radial direction is 90° or less. With this configuration, at least one end of the outer end of the protrusion in the tire circumferential direction is 90° or less, i.e., an acute angle. This facilitates the removal of the tire from the mold during manufacturing and also facilitates the escape of air to the tire surface during vulcanization, effectively suppressing the formation of exposed portions during manufacturing and reducing the possibility of defective shapes or appearances.

[0172] According to the tire 1 of the fifth embodiment, since a turbulence-generating protrusion 110 is provided on the sidewall portion 1d, the temperature of the sidewall portion 1d can be reduced by the turbulence-generating protrusion 110. Furthermore, since the height of the outer end 111 of the turbulence-generating protrusion 110 gradually decreases towards the surface of the sidewall portion, the occurrence of debris and broken portions of the turbulence-generating protrusion 110 is reduced during the vulcanization of the green tire in the mold used to form the tire, and exposed portions are less likely to occur.

[0173] Furthermore, the width 111W of the turbulence-generating protrusion 110 at its outer end 111 is more than 2.0 times the width 112W of the turbulence-generating protrusion 110 at its inner end 112. Therefore, sufficient cooling effect can be obtained while avoiding heat accumulation problems.

[0174] The maximum angle 1θ1 between the outer surface of the turbulence-generating protrusion 110 in the tire width direction and the outer surface 1ds of the tire sidewall is set to 25° or less (e.g., approximately 22°). Therefore, during manufacturing, when the green tire is vulcanized in the mold used to form the tire, the occurrence of debris and broken parts at the outer end 111 of the turbulence-generating protrusion 110 is reduced, and exposed parts are less likely to occur.

[0175] Furthermore, since the protrusion width 111W is more than 25% of the spacing 1P between the turbulence-generating protrusions 110, and adjacent turbulence-generating protrusions 110 are not connected to each other, turbulence diffusion can be effectively achieved while avoiding temperature rise due to heat accumulation caused by excessively large protrusion widths and rigidity reduction due to excessively narrow protrusion widths. Therefore, both heat accumulation suppression and turbulence promotion (cooling) functions can be achieved.

[0176] The wide end 111A of the outer end 111 of the turbulence-generating protrusion 110 is formed such that the angle 1θ3 between the circumferential side 1E1 extending along the tire circumference and the radial side 1E2 extending along the tire radial direction is less than 90°. This facilitates removal from the mold during manufacturing and also facilitates the escape of air to the tire surface during vulcanization. This effectively suppresses the formation of exposed portions during manufacturing and reduces the possibility of defective shapes or appearances.

[0177] Because the inner end 112 of the protrusion 110 used for turbulence generation is continuously flush with the outer surface 1ds of the tire, the rigidity of the inner end 112 can be enhanced to suppress damage such as debris and breakage. This also suppresses the appearance of exposed parts during manufacturing and reduces the possibility of defective shapes or appearances.

[0178] The following reference Figure 16 and Figure 17 The tire 1 according to the sixth embodiment of this disclosure is described.

[0179] In the tire 1 of the sixth embodiment, a first region and a second region are provided on the sidewall portion 1d. In the first region, a plurality of turbulence-generating protrusions F are arranged adjacent to each other. The second region at least partially overlaps with the first region in the tire circumferential direction, and no turbulence-generating protrusions F are arranged in the second region. A protrusion is formed in the second region, protruding from the tire outer surface 1ds of the sidewall portion 1d. The protrusion has the shape of text and symbols for displaying information or the shape of graphics and patterns for displaying designs. The protrusion has a height from the tire outer surface 1ds of the sidewall portion 1d, which is 50% to 100% of the height of the turbulence-generating protrusions F from the tire outer surface 1ds of the sidewall portion 1d.

[0180] like Figure 16As illustrated, a first region 2R1 and a second region 2R2 are provided on the outer surface 1ds of the tire sidewall 1d. In the first region 2R1, a plurality of turbulence-generating protrusions 210(F) are arranged adjacent to each other, while in the second region 2R2, there are no turbulence-generating protrusions 210(F) arranged adjacent to each other. In the second region 2R2, a plurality of protrusions 220 are arranged adjacent to each other. The first region 2R1 and the second region 2R2 are configured to partially overlap in the tire circumferential direction.

[0181] Multiple turbulence-generating protrusions 210(F) protrude from the outer surface 1ds of the tire sidewall 1d, extend radially along the tire, and are spaced apart circumferentially along the tire. For example... Figure 16 As illustrated, on the outer surface 1ds of the tire sidewall 1d, turbulence-generating protrusions 210 are arranged radially around the tire's axis of rotation. Each turbulence-generating protrusion 210 extends longitudinally along the tire's radial direction. The circumferential cross-section of the turbulence-generating protrusions 210 is rectangular. The turbulence-generating protrusions 210 are elongated protrusions used to generate or promote turbulence on the outer surface 1ds of the tire sidewall 1d during tire rotation.

[0182] Multiple protrusions 220 protrude from the outer surface 1ds of the tire sidewall portion 1d and are spaced apart along the tire circumference. For example... Figure 16 As illustrated, the protrusion 220 is in the shape of text and is identifiable when viewed from the outside of the sidewall portion 1d, displaying predetermined information. The tire circumferential cross-section of the protrusion 220 is formed to have a rectangular shape. During tire rotation, the protrusion 220 generates or promotes turbulence on the outer peripheral surface of the sidewall portion 1d.

[0183] Protrusions 230 protrude from the outer surface 1ds of the sidewall portion 1d. The protrusions 230 are spaced apart along the tire circumferential direction on the radially inner side of the protrusions 220. During tire rotation, the protrusions 230 generate or promote turbulence on the outer peripheral surface of the sidewall portion 1d. Figure 16 As shown in the figure, on the outer surface 1ds of the tire on the sidewall portion 1d, the protrusions 230 are arranged radially around the tire's axis of rotation.

[0184] Each protrusion 230 extends longitudinally along the radial direction of the tire. The cross-section of the protrusion 230 in the tire circumferential direction is substantially rectangular. The tire circumferential pitch of the protrusion 230 is the same as the tire circumferential pitch 2P of the turbulence-generating protrusion 210.

[0185] By arranging the turbulence-generating protrusion 210(F) in the first region 2R1 and the protrusion 230 and the projection 220 in the second region 2R2, turbulence can be generated or promoted on the entire circumference of the tire outer surface 1ds of the sidewall portion 1d to effectively reduce the tire temperature.

[0186] The mechanism of turbulence generation will now be explained. When the tire 1 rotates, the airflow S1 that is in contact with the tire outer surface 1ds of the sidewall portion 1d, where no turbulence-generating protrusion 210 or protrusion 220 has formed, is separated from the tire outer surface 1ds by the turbulence-generating protrusion 210 or protrusion 220 and passes over the turbulence-generating protrusion 210 or protrusion 220. On the back side of the turbulence-generating protrusion 210 or protrusion 220, a portion (region) S2 where the airflow is trapped is established.

[0187] Then, the airflow S1 re-attaches to the bottom between the back side and the next turbulence-generating protrusion 210 or protrusion 220, and separates again at the next turbulence-generating protrusion 210 or protrusion 220. At this time, an airflow stagnation section (region) S3 is established between the airflow S1 and the next turbulence-generating protrusion 210, etc. Here, increasing the velocity gradient (velocity) on the area in contact with the turbulence S1 is considered beneficial to increasing the cooling effect. In other words, by providing the turbulence-generating protrusion 210 and protrusion 220 on the outer surface 1ds of the tire sidewall 1d, a high-velocity airflow S1 and stagnation sections S2 and S3 are generated, and turbulence is promoted on the outer surface 1ds of the tire sidewall 1d, thereby enhancing the cooling effect of the tire sidewall 1d.

[0188] The protrusion 230 on the radially inner side of the sidewall 1d also contributes to heat dissipation on the radially outer side of the tire. Specifically, the centrifugal force during tire 1 rotation causes air to flow from the radially inner side of the tire to the radially outer side. Therefore, the protrusion 230 provided on the radially inner side of the tire also contributes to heat dissipation on the radially outer side of the tire. By providing the turbulence-generating protrusion 210 and the protrusion 230 in at least a portion of the radially inner side of the sidewall 1d, heat dissipation is promoted not only in the radially inner portion of the tire but also in the radially outer portion, thereby effectively enhancing the cooling effect on the entire outer surface 1ds of the tire sidewall 1d.

[0189] In the tire 1 of this embodiment, the height 210H of the turbulence-generating protrusion 210 from the outer surface 1ds of the tire is, for example, 0.7 mm. The height 220H of the protrusion 220 from the outer surface 1ds of the tire is, for example, 0.6 mm. The height 220H of the protrusion 220 is preferably in the range of 50% to 100% of the height 210H of the turbulence-generating protrusion 210, for example, 86%. If the heights 220H of the protrusion 220, 210H of the turbulence-generating protrusion 210, and 230H of the protrusion 230 are too large, the deformation of the sidewall during rolling becomes difficult to follow, and repeated deformation may cause strain to concentrate particularly at the base of the turbulence-generating protrusion, leading to cracks.

[0190] On the other hand, if the height 220H of the protrusion 220 is too small relative to the height 210H of the turbulence-generating protrusion 210, i.e., less than 50% of the height 210H of the turbulence-generating protrusion 210, the visibility of the text may be reduced, or the turbulence-generating effect may not be sufficiently achieved. Therefore, the height 220H of the protrusion 220 is preferably in the range of 50% to 100% of the height 210H of the turbulence-generating protrusion 210.

[0191] The protrusion 220 is configured to overlap with the outer radial end 210X of the turbulence-generating protrusion 210 in the tire circumferential direction. In other words, the protrusion 220 is positioned on an imaginary line 2C1 extending circumferentially through the outer end 210X of the turbulence-generating protrusion 210. The outer end 220X of the protrusion 220 is located radially outward of the outer end 210X of the turbulence-generating protrusion 210, and the radial length 221L from the outer end 220X of the protrusion 220 to the outer end 210X of the turbulence-generating protrusion 210 is... Figure 16 For example, 6.4mm.

[0192] The length 221L in the radial direction of the tire from the outer end 220X of the protrusion 220 to the outer end 210X of the turbulence-generating protrusion 210. Figure 16 The distance between the protrusion 230 and the protrusion 220 in the radial direction of the tire is preferably set to approximately 1.5 mm to 3 mm, more preferably 2 mm. The distance between the turbulence-generating protrusion 210 and the protrusion 220 in the circumferential direction is preferably set to approximately 6 mm to 12 mm.

[0193] The inner radial end 230Y of the protrusion 230 is configured to overlap with the inner radial end 210Y of the turbulence-generating protrusion 210 in the tire circumferential direction. In other words, the protrusion 230 is configured on an imaginary line 2C2 extending along the tire circumferential direction through the inner end 210Y of the turbulence-generating protrusion 210. By configuring the protrusion 220 and the protrusion 230 in this way, air moving along the tire circumferential direction can continuously contact the turbulence-generating protrusion 210 and the protrusion 220.

[0194] The length 220L of the protrusion 220 in the radial direction of the tire is 30% to 80% of the length 220L of the turbulence-generating protrusion 210 in the radial direction of the tire. If the length 220L of the protrusion 220 is too small relative to the length 210L of the turbulence-generating protrusion 210, i.e., less than 30%, the visibility of the text may be reduced, or the turbulence-generating effect may not be sufficiently obtained. Therefore, the length 220L of the protrusion 220 is preferably in the range of 30% to 80% of the length 210L of the turbulence-generating protrusion 210.

[0195] According to the tire 1 constructed as described above, a turbulence-generating protrusion 210 is provided in the first region 2R1, and a protrusion 220 and a protrusion 230 are provided in the second region 2R2. This allows the temperature of the second region 2R2 to be reduced through the protrusion 220 and the protrusion 230, while maintaining the effect of reducing the temperature in the first region 2R1 through the turbulence-generating protrusion. Furthermore, since text can be displayed by the protrusion 220, both the effect of cooling through air turbulence and the effect of transmitting information can be achieved.

[0196] The following reference Figures 18 to 21 The tire 1 according to the seventh embodiment of this disclosure is described.

[0197] The tire 1 of the seventh embodiment further includes a circumferential protrusion that protrudes from the tire outer surface 1ds of the sidewall portion 1d and extends circumferentially along the tire. One radial end of the turbulence-generating protrusion F is connected to the circumferential protrusion, and at the portion where the end of the turbulence-generating protrusion F is connected to the circumferential protrusion in the tire radial direction, the height of the end of the turbulence-generating protrusion F relative to the tire outer surface 1ds of the sidewall portion 1d is lower than the height of the circumferential protrusion relative to the tire outer surface 1ds of the sidewall portion 1d.

[0198] Furthermore, in the tire 1 of the seventh embodiment, the tire 1 has a maximum tire width region TR in the sidewall portion 1d. The maximum tire width region TR includes the position where the tire has the greatest length in the tire width direction. One end of the turbulence generating protrusion F is located in the maximum tire width region TR. The tire 1 includes a circumferential protrusion that protrudes from the outer surface 1ds of the tire in the sidewall portion 1d and extends along the tire circumferential direction. The end of the turbulence generating protrusion F is connected to the circumferential protrusion, and the width of the circumferential protrusion in the tire radial direction is narrower than the maximum width of the turbulence generating protrusion F in the tire circumferential direction.

[0199] like Figure 18 As illustrated, multiple turbulence-generating protrusions 310(F) are disposed on the tire outer surface 1ds of the sidewall portion 1d. Furthermore, circumferential protrusions 315 extending circumferentially along the tire are disposed on the tire outer surface 1ds of the sidewall portion 1d. Therefore, the tire 1 includes the turbulence-generating protrusions 310 and the circumferential protrusions 315. The tire outer surface 1ds of the sidewall portion 1d is constructed from a tire outer surface 3A, a tire outer surface 3B, and a tire outer surface 3C. The tire outer surface 3A of the sidewall portion 1d is the surface located radially between the tire outer surface 3B and the tire outer surface 3C. The tire outer surface 3B of the sidewall portion 1d is the surface located radially inner to the turbulence-generating protrusions 310. The tire outer surface 3C of the sidewall portion 1d is the surface located radially outer to the circumferential protrusions 315.

[0200] Tire 1 has a maximum tire width, which is the maximum length of tire 1 in the tire width direction. The maximum tire width mentioned here does not include, for example, the maximum width in the tire width direction between rim protection portions in tires equipped with rim protection portions. In other words, the maximum tire width does not include the rim protection portions. When the tire is not inflated, the height of the maximum tire width position relative to the radial inner end height of the bead portion 1c (maximum width height SWH) is located at 48% or more of the height of the tread tread on the tire equatorial plane CL relative to the radial inner end height of the bead portion 1c (tread tread height TH).

[0201] In the sidewall portion 1d, the tire 1 has the tire's maximum width region TR ( Figure 21 The maximum width region TR of the tire includes the location where the tire 1 has the greatest length in the tire width direction. In other words, the maximum width region TR is located radially within the area including the maximum width height SWH. Figure 21 The maximum tire width region TR is the area within 25% of the tire tread height TH in the radial direction. The maximum tire width location (by...) Figure 21 The dashed line in the figure represents the radial center of the tire located in the tire's maximum width region TR.

[0202] For example, the maximum radial width region TR of the tire is 60 mm. In this case, the maximum radial width region TR extends 30 mm outward and 30 mm inward from the maximum tire width position.

[0203] Figure 19 yes Figure 18 The diagram shows a magnified view of the turbulence generation using protrusion 310. Figure 20 (a) is Figure 18 The diagram shows a magnified view of the turbulence generation using protrusion 310. Figure 20 (b) is with Figure 20 The diagram in (a) shows a cross-sectional view of turbulence generation orthogonal to the extension direction of protrusion 310. Specifically, Figure 20 (b) is Figure 20 EE cross section diagram (a). Figure 21 (a) is a partial cross-sectional view of tire 1 along the tire width direction and the tire radial direction. Figure 21 (b) is a partial cross-sectional view of tire 1 along the tire width direction and the tire radial direction. Specifically, Figure 21 (a) and Figure 21 (b) is Figure 19 DD cross-sectional view.

[0204] In the tire 1 of this embodiment, a plurality of turbulence-generating protrusions 310 are provided on the outer surface 3A of the tire sidewall 1d to generate or promote turbulence, thereby enhancing the cooling effect at the sidewall 1d.

[0205] Multiple turbulence-generating protrusions 310 protrude from the outer surface 3A of the tire sidewall 1d, extend radially along the tire, and are spaced apart in the tire circumferential direction. For example... Figure 18 As illustrated, on the outer surface 3A of the tire sidewall 1d, turbulence-generating protrusions 310 are arranged radially around the tire's axis of rotation. The turbulence-generating protrusions 310 extend obliquely relative to the tire's radial direction. Therefore, the length of the turbulence-generating protrusions 310 in the extending direction is longer than their length along the tire's radial direction. The radial end of the turbulence-generating protrusions 310 has an outer protrusion end 311 located radially outward and an inner protrusion end 312 located radially inward. Circumferential protrusions 315 protrude from the outer surface 3A of the tire sidewall 1d and extend circumferentially. When viewed radially from the tire, the circumferential protrusions 315 are annular.

[0206] The turbulence-generating protrusion 310 is an elongated protrusion used to generate or promote turbulence on the outer surface 1ds of the tire sidewall 1d during tire rotation. For example... Figure 21 As illustrated, the outer end 311 of the tire's radially outer end, which serves as the turbulence-generating protrusion 310, is located within the tire's maximum width region TR. The outer end 311 is connected to the circumferential protrusion 315. Specifically, the outer end 311 is connected to the radially inner surface of the circumferential protrusion 315. The outer end 311 contacts the radially inner surface of the circumferential protrusion 315.

[0207] At the portion where the outer end 311 of the protrusion connects to the circumferential protrusion 315, the height 311H of the outer end 311 of the protrusion relative to the outer surface 3A of the tire sidewall portion 1d is ( Figure 21 (b) The height 315H of the tire outer surface 3A below the circumferential protrusion 315 relative to the sidewall portion 1d. Figure 21 (b) In other words, the height 315H of the circumferential protrusion 315 relative to the tire outer surface 3A of the sidewall portion 1d is higher than the height 311H of the outer end 311 of the protrusion relative to the tire outer surface 3A of the sidewall portion 1d. Therefore, a step with a different height along the tire width direction is formed at the portion where the outer end 311 of the protrusion and the circumferential protrusion 315 are connected.

[0208] The inner end 312 of the turbulence-generating protrusion 310 is smoothly connected to the outer surface 3B of the tire sidewall portion 1d, which is radially inner to the turbulence-generating protrusion 310. In other words, no step with a different height along the tire width direction is formed at the portion where the inner end 312 of the protrusion and the outer surface 3B of the tire are connected. In the portion where the inner end 312 of the protrusion and the outer surface 3B of the tire are connected, the height of the inner end 312 of the protrusion relative to the outer surface 3A of the tire sidewall portion 1d is the same as the height of the outer surface 3B of the tire relative to the outer surface 3A of the tire sidewall portion 1d. In other words, the inner end 312 of the turbulence-generating protrusion 310 is continuously flush with the outer surface 3B of the tire. Therefore, the rigidity of the inner end 312 of the protrusion can be enhanced to suppress damage such as debris and breakage. This also suppresses the appearance of exposed parts during manufacturing and reduces the possibility of defective shapes or defective appearances.

[0209] On the outer surface 3C of the tire, on the sidewall portion 1d located radially outside the tire protrusion 315, text and symbols for conveying information are provided.

[0210] In this embodiment, such as Figure 19 As illustrated, turbulence-generating protrusions 310 are arranged adjacent to each other at predetermined intervals. The width of each turbulence-generating protrusion 310 varies in the tire circumferential direction, widening towards the radially outer side of the tire (tread 1a side). Therefore, the centrifugal force generated by tire rotation and vehicle movement causes fluid to move from the radially inner side of the tire to the radially outer side, thus contacting the turbulence-generating protrusions 310 and enhancing the cooling effect on the tire sidewall 1d. Furthermore, the fluid moving radially outward can be easily guided to the adjacent turbulence-generating protrusions 310 in the tire circumferential direction, thereby enhancing the cooling effect across the entire tire sidewall 1d.

[0211] The two sides of the turbulence-generating protrusion 310 along its longitudinal direction (i.e., the direction of extension of the turbulence-generating protrusion 310) have different shapes. One side is substantially parallel to the longitudinal direction and is substantially straight. The other side has a gently sloping portion 313 that is substantially parallel to the said one side and a steeply sloping portion 314 that is more inclined relative to the longitudinal direction than the gently sloping portion 313. The region near the outer end 311 of the protrusion is the steeply sloping portion 314. Therefore, the turbulence-generating protrusion 310 has an increasingly larger protrusion width toward the outer end 311.

[0212] In the tire circumferential end width ends 311A ​​and 311B of the outer end 311 of the protrusion 310 which serves as a turbulence generating protrusion, one width end 311A ​​is formed such that the angle 3θe between the circumferential side 3E1 extending along the tire circumferential direction and the radial side 3E2 extending along the tire radial direction ( Figure 19 () is below 90°.

[0213] The inner end 312 of the protrusion 310 for generating turbulence includes width ends 312A and 312B, which are tire circumferential ends. When viewed from the tire width direction, a straight line passing through the approximate tire circumferential center of the width ends 312A and 312B and substantially parallel to the surface of the width end 312B side in the tire circumferential direction is designated as the straight line m( Figure 20 (a)). A straight line passing through the boundary between the gently sloping section 313 and the sharply sloping section 314 and parallel to the straight line m is designated as the straight line n. Figure 20 (a) In this embodiment, the distance 311Wa between straight line m and straight line n is, for example, 1.4 mm. The distance 311Wb between the wide end 311B and straight line m is, for example, 1.2 mm. The protrusion width 311W of the outer end 311 of the turbulence generating protrusion 310 is, for example, 4.7 mm to 7.1 mm.

[0214] In this embodiment, the distance 312Wa between the straight line m and one of the width ends 312A and 312B of the inner end 312 of the protrusion 310 (which serves as the turbulence-generating protrusion) is, for example, 0.7 mm. In this embodiment, the distance 312Wb between the straight line m and the other width end 312B is, for example, 0.8 mm. The protrusion width 312W of the inner end 312 is, for example, 1.2 mm to 1.5 mm. The protrusion width 311W of the outer end 311 and the protrusion width 312W of the inner end 312 can be adjusted according to the needs of each tire size.

[0215] The length 310L in the radial direction of the tire from the outer end 311 to the inner end 312 of the turbulence-generating protrusion 310. Figure 20 (a) is preferably in the range of 8 mm to 30 mm.

[0216] In this embodiment, one side of the turbulence-generating protrusion 310, when viewed from the tire width direction, is arc-shaped. The radius of curvature Ra of said side of the turbulence-generating protrusion 310 is constant, for example, 180 mm. When viewed from the tire width direction, the gentle slope portion 313 has an arc-shaped side surface. The radius of curvature Rb of this side surface of the gentle slope portion 313 is constant, for example, 180 mm. When viewed from the tire width direction, the steep slope portion 314 has an arc-shaped side surface. The radius of curvature Rc of this side surface of the steep slope portion 314 is, for example, 0.8 times the length 310L. The radius of curvature Rc is preferably in the range of 12 mm to 20 mm. The radial end of the tire outer surface 3B of the sidewall portion 1d extends along the tire circumferential direction.

[0217] When viewed from the tire width direction, the outer radial end of the tire outer surface 3B is arc-shaped. The number of turbulence-generating protrusions 310 and the pitch angle 3θp can be determined by the radius of curvature Rd of the outer radial end of the tire outer surface 3B. For example, when the radius of curvature Rd is between 147.2 mm and 165.4 mm, the number of turbulence-generating protrusions 310 is 90, and the pitch angle 3θp is 4 degrees. When the radius of curvature Rd is between 165.5 mm and 176.5 mm, the number of turbulence-generating protrusions 310 is 96, and the pitch angle 3θp is 3.8 degrees. When the radius of curvature Rd is between 176.6 mm and 183.8 mm, the number of turbulence-generating protrusions 310 is 100, and the pitch angle 3θp is 3.6 degrees. When the radius of curvature Rd is 183.9 mm to 220.6 mm, the number of turbulence-generating protrusions 310 is 120, and the pitch angle 3θp is 3 degrees. When the radius of curvature Rd is 220.7 mm to 229.8 mm, the number of turbulence-generating protrusions 310 is 125, and the pitch angle 3θp is 2.9 degrees. When the radius of curvature Rd is 229.9 mm to 264.7 mm, the number of turbulence-generating protrusions 310 is 144, and the pitch angle 3θp is 2.5 degrees. When the radius of curvature Rd is 264.8 mm to 275.7 mm, the number of turbulence-generating protrusions 310 is 150, and the pitch angle 3θp is 2.4 degrees. When the radius of curvature Rd is between 275.8 mm and 294.1 mm, the number of turbulence-generating protrusions 310 is 160, and the pitch angle 3θp is 2.3 degrees. When the radius of curvature Rd is between 294.2 mm and 330.9 mm, the number of turbulence-generating protrusions 310 is 180, and the pitch angle 3θp is 2 degrees. When the radius of curvature Rd is between 331.0 mm and 352.9 mm, the number of turbulence-generating protrusions 310 is 192, and the pitch angle 3θp is 1.9 degrees. When the radius of curvature Rd is between 353.0 mm and 367.6 mm, the number of turbulence-generating protrusions 310 is 200, and the pitch angle 3θp is 1.8 degrees.

[0218] The pitch angle 3θp is an angle centered on the tire's axis of rotation between a turbulence-generating protrusion 310 and another turbulence-generating protrusion 310 adjacent to it. Specifically, the pitch angle 3θp is the angle formed between a line extending from the tire's axis of rotation through the adjacent turbulence-generating protrusion 310 and bisecting a length 310L on a straight line m.

[0219] The angle 3θa between the line parallel to the tire radial direction and the line m is preferably in the range of 10° to 45°. In this embodiment, the angle 3θa between the line parallel to the tire radial direction and the line m is, for example, 27°.

[0220] like Figure 20 As illustrated in (b), in a cross-section orthogonal to the extending direction of the turbulence-generating protrusion 310, the turbulence-generating protrusion 310 is preferably connected to the tire outer surface 3A of the sidewall portion 1d in an arc shape. In this embodiment, the radius of curvature Re of the arc is, for example, 0.4 mm. The angle 3θb between the side of the turbulence-generating protrusion 310 facing the tire circumferential direction and a straight line parallel to the tire width direction is preferably in the range of 3° to 15°. In this embodiment, the angle 3θb is 10°.

[0221] like Figure 21 As illustrated in (b), the height 310H of the sidewall portion 1d from the outer surface 3A of the tire is preferably in the range of 0.5 mm to 1.5 mm. A height 310H of 0.5 mm or more enhances the cooling effect. A height 310H of 1.5 mm or less results in a shallow depth at the bottom of the recess in the tire mold used to form the turbulence-generating protrusion 310. Therefore, rubber material can easily enter the bottom of the recess in the tire mold used to form the turbulence-generating protrusion 310. Thus, exposed portions in the turbulence-generating protrusion 310 can be suppressed. In this embodiment, the height 310H is, for example, constant at 0.7 mm.

[0222] The height 315H of the circumferential protrusion 315 from the outer surface 3A of the tire is preferably in the range of 0.5 mm to 1.5 mm. With a height 315H of 0.5 mm or more, air accumulated in the recess of the tire mold for forming the circumferential protrusion 315 is less likely to move to the recess of the tire mold for forming the outer end 311 of the protrusion. Therefore, exposed portions in the turbulence-generating protrusion 310 can be suppressed. With a height 315H of 1.5 mm or less, the length to the bottom of the recess of the tire mold for forming the circumferential protrusion 315 is shortened. Therefore, rubber material can easily enter the bottom of the recess of the tire mold for forming the outer end 311 of the protrusion. Therefore, exposed portions in the circumferential protrusion 315 can be suppressed. In this embodiment, the height 315H is, for example, 0.9 mm. As described above, in this embodiment, the height 315H is higher than the height 310H.

[0223] In this embodiment, the width of the circumferential protrusion 315 in the tire radial direction varies along the tire width direction. Specifically, the width of the circumferential protrusion 315 becomes narrower towards the outer edge in the tire width direction. Therefore, the width 315La of the upper surface 315a (the surface facing the tire radial direction) of the circumferential protrusion 315 in the tire radial direction is narrower than the width 315Lb of the circumferential protrusion 315 on the outer surface 1ds of the tire sidewall portion 1d in the tire radial direction. In other words, the shape of the circumferential protrusion 315 is trapezoidal in cross-section along both the tire radial and tire width directions. The widths 315La and 315Lb preferably satisfy the expressions 0.2mm ≤ width 315La ≤ 3mm and 1.5mm ≤ width 315Lb ≤ 5.0mm. With a width of 315La greater than 0.2mm and a width of 315Lb greater than 1.5mm, the rubber material constructing the circumferential protrusion 315 can easily enter the recess in the tire mold for forming the circumferential protrusion 315. Therefore, exposed portions in the circumferential protrusion 315 can be suppressed. Setting the width 315La to 3 mm or less and the width 315Lb to 5.0 mm or less reduces the amount of rubber material used and makes the sidewall 1d lighter.

[0224] The width of the circumferential protrusion 315 in the radial direction of the tire is narrower than the maximum width of the turbulence-generating protrusion 310 in the circumferential direction of the tire. In this embodiment, the maximum width of the turbulence-generating protrusion 310 in the circumferential direction of the tire is the width of the outer end 311 of the protrusion in the circumferential direction of the tire. In other words, this is the protrusion width 311W of the outer end 311 of the turbulence-generating protrusion 310. Specifically, the maximum width of the turbulence-generating protrusion 310 in the circumferential direction of the tire is the length in the circumferential direction of the protrusion from one width end 311A ​​to the other width end 311B. In this embodiment, the width 315La of the circumferential protrusion 315 is narrower than the width of the outer end 311 of the protrusion in the circumferential direction of the tire. Specifically, the width of the outer end 311 of the protrusion in the circumferential direction of the tire is, for example, 5 mm. The width 315La of the circumferential protrusion 315 is, for example, 3.0 mm. The width 315Lb of the circumferential protrusion 315 is narrower than the width of the outer end 311 of the protrusion in the circumferential direction of the tire.

[0225] According to the tire 1 of the seventh embodiment, the outer end 311 of the protrusion is connected to the circumferential protrusion 315. In other words, in the radial direction of the tire, the circumferential protrusion 315 is located outside the outer end 311 of the protrusion. Moreover, at the portion where the outer end 311 of the turbulence generating protrusion 310 is connected to the circumferential protrusion 315 in the radial direction of the tire, the height 311H of the outer end 311 of the protrusion relative to the outer surface 3A of the tire sidewall portion 1d is lower than the height 315H of the circumferential protrusion 315 relative to the outer surface 3A of the tire sidewall portion 1d.

[0226] When a green tire is vulcanized in a tire mold, air that tends to accumulate in the corners of the recesses in the tire mold used to form the outer ends 311 of the protrusions moves to the recesses in the tire mold used to form the circumferential protrusions 315. Therefore, the rubber material can reach the bottom of the recesses in the tire mold used to form the protrusions 310 for generating turbulence without being blocked by air, thereby suppressing the formation of exposed portions at the outer ends 311 of the protrusions.

[0227] At the junction of the outer end 311 of the protrusion and the circumferential protrusion 315, since the height 311H of the outer end 311 of the protrusion relative to the tire outer surface 3A of the sidewall portion 1d is lower than the height 315H of the circumferential protrusion 315 relative to the tire outer surface 3A of the sidewall portion 1d, a step with a different height along the tire width direction is formed between the bottom of the recess for forming the circumferential protrusion 315 and the bottom of the recess for forming the outer end 311 of the protrusion. Therefore, when the green tire is vulcanized in the mold for forming the tire, the air accumulated in the recess for forming the circumferential protrusion 315 must cross the step to move to the recess for forming the outer end 311 of the protrusion. The air accumulated in the recess for forming the circumferential protrusion 315 is pushed to the bottom of the recess for forming the circumferential protrusion 315 by the rubber material entering the recess. Therefore, it is unlikely that the air accumulated in the recess for forming the circumferential protrusion 315 will cross the step and move to the recess for forming the turbulence generating protrusion 310.

[0228] Furthermore, since the height 311H of the outer end of the protrusion 311 is lower than the height 315H of the circumferential protrusion 315, the rubber material can easily reach the bottom of the recess used to form the outer end of the protrusion 311.

[0229] As a result of these effects, air is less likely to accumulate in the corners of the recesses in the tire mold used to form the protruding outer ends 311, and the rubber material can move more easily into the recesses in the tire mold used to form the protruding outer ends 311. Therefore, exposed portions in the protruding outer ends 311 can be suppressed.

[0230] Because a turbulence-generating protrusion 310 is provided on the sidewall portion 1d, the temperature of the sidewall portion 1d can be reduced by the turbulence-generating protrusion 310. Furthermore, a circumferential protrusion 315 is provided on the sidewall portion 1d. Therefore, air having a radial component in the tire's radial direction passes over the circumferential protrusion 315. Then, the passing air flows substantially perpendicular to the tire outer surface 3C on the back side of the circumferential protrusion 315 and impacts the tire outer surface 3C located radially outside the circumferential protrusion 315. Therefore, the airflow impacting the tire outer surface 3C exchanges heat with the airflow remaining on the tire outer surface 3C located radially outside the circumferential protrusion 315. As a result of these effects, the temperature rise of the tire outer surface 1ds of the sidewall portion 1d can be suppressed, and tire durability can be improved.

[0231] According to the tire 1 of this embodiment, in the tire's maximum width region TR, the outer end 311 of the protrusion is connected to the circumferential protrusion 315, and the width of the circumferential protrusion 315 in the tire's radial direction is narrower than the maximum width of the turbulence-generating protrusion 310 in the tire's circumferential direction.

[0232] In a cross-section along the radial and width directions of the tire, the outer surface 1ds of the sidewall portion 1d has a curved shape. Therefore, near the maximum tire width region TR, airflow with a radial component traveling radially outwards easily separates from the outer surface 1ds of the tire 1. However, in the maximum tire width region TR, the outer end 311 of the protrusion is connected to the circumferential protrusion 315. Therefore, when airflow with a radial component crosses the circumferential protrusion 315, air flows vertically (so-called downward flow) relative to the outer surface 3C of the tire 1 on the radially outward side of the circumferential protrusion 315. This suppresses the separation of airflow with a radial component from the outer surface 3C of the tire, controls the temperature rise of the outer surface 3C of the tire 1 on the radially outward side of the circumferential protrusion 315, and improves tire durability.

[0233] Furthermore, since the width of the circumferential protrusion 315 in the radial direction of the tire is narrower than the maximum width of the turbulence-generating protrusion 310 in the circumferential direction of the tire, the amount of rubber material used to construct the sidewall portion 1d is not significantly increased. Therefore, the thickness of the sidewall portion 1d can be reduced, while suppressing the appearance of exposed portions in the outer end 311 of the protrusion.

[0234] According to the tire 1 of the seventh embodiment, the turbulence-generating protrusion 310 extends obliquely relative to the radial direction of the tire. Since the turbulence-generating protrusion 310 extends obliquely relative to the radial direction of the tire, as described in WO2009 / 017167, the relationship between the air flowing outward due to centrifugal force and the stagnant air promotes the generation of turbulence, thereby enhancing the cooling effect.

[0235] Industrial availability

[0236] The tires disclosed herein can be suitably used as any type of pneumatic tire, such as pneumatic tires for passenger cars and pneumatic tires for trucks / buses.

[0237] Explanation of reference numerals in the attached figures

[0238] 1 tire

[0239] 1M tire body

[0240] 1a fetal face

[0241] 1b sidewall portion

[0242] 1c bead section

[0243] 1d tire sidewall

[0244] 1ds tire sidewall outer surface

[0245] 3 Reinforcing Components

[0246] 3a Reinforced Fabric Layer

[0247] 3u reinforcement member at the radial outer end of the tire

[0248] 4a tire bead core

[0249] 4b bead filler

[0250] 4b1 and 4b2 bead filling sections

[0251] 4bu tire bead filling at the outer radial end of the tire

[0252] 5 fetuses

[0253] 5a carcass ply

[0254] 5M fabric layer main body

[0255] 5T fabric layer folding section

[0256] 5e tire carcass ply folding section tire radial outer end

[0257] 6-belt section

[0258] 6a Belt Layer

[0259] 7 Tread Rubber

[0260] 8 tire sidewall rubber

[0261] 9 Lining

[0262] 10 communication devices

[0263] 10e RF tag

[0264] 10b antenna element

[0265] 10b1 and 10b2 antennas

[0266] 10f Coverage

[0267] 10f1, 10f2 Covering Components

[0268] 10c IC chip

[0269] 10u communication device tire radial outer end

[0270] 10m communication device tire radial center

[0271] F Turbulence generation using protrusions

[0272] G-protrusion recess

[0273] CL tire equatorial plane

[0274] WD (Wheel Width Direction)

[0275] RD tire radial

[0276] CD Tire Circumferential

[0277] Longitudinal direction of LD communication device

[0278] Horizontal SD communication device

[0279] Thickness direction of TD communication device

Claims

1. A tire comprising: Communication device, which is embedded inside the sidewall of the tire; and Multiple turbulence-generating protrusions protrude from the outer surface of the tire sidewall, extend radially along the tire, and are spaced apart circumferentially along the tire, wherein... In the tire width direction projection plane of the sidewall portion, the communication device overlaps with at least one of the recessed area between adjacent turbulence-generating protrusions and the turbulence-generating protrusions. In the tire width direction projection plane of the sidewall portion, the communication device is entirely located within the recess between the protrusions, and The communication device is entirely embedded inside the sidewall of the tire.

2. The tire according to claim 1, wherein, Multiple uneven surfaces are formed at the top of the turbulence-generating protrusion, extending radially along the tire and undulating in the tire width direction.

3. The tire according to claim 1, wherein, The sidewall portion includes: A first rigid part, wherein a first rubber member formed of a rubber member and having a predetermined rigidity is used; and The second rigid part, wherein a second rubber member with a rigidity higher than the predetermined rigidity is used, and The turbulence-generating protrusion is only provided in the first rigid part.

4. The tire according to claim 1, wherein, The width of the protrusion, defined as the length of the turbulence-generating protrusion in the tire circumferential direction, varies radially along the tire and widens towards the outer end of the protrusion located radially outward of the tire. The height of the turbulence-generating protrusion relative to the tire's outer surface of the sidewall varies radially along the tire and is formed to gradually decrease toward the outer end of the protrusion.

5. The tire according to claim 1, wherein, The sidewall portion is provided with: A first region in which a plurality of the turbulence-generating protrusions are arranged adjacent to each other; and The second region, which at least partially overlaps with the first region in the tire circumferential direction, and which does not have any turbulence-generating protrusions configured in the second region, A protrusion is formed in the second region, protruding from the outer surface of the tire sidewall. The protrusion has the shape of text and symbols for displaying information or the shape of graphics and patterns for displaying design, and The protrusion has a height from the outer surface of the tire sidewall, the height being 50% to 100% of the height of the turbulence-generating protrusion from the outer surface of the tire sidewall.

6. The tire of claim 1, further comprising a circumferential protrusion, the circumferential protrusion protruding from the outer surface of the tire sidewall and extending circumferentially along the tire, wherein, The end of the turbulence-generating protrusion in the radial direction of the tire is connected to the circumferential protrusion, and At the portion where the end of the turbulence-generating protrusion connects with the circumferential protrusion in the radial direction of the tire, the height of the end of the turbulence-generating protrusion relative to the tire's outer surface of the sidewall is lower than the height of the circumferential protrusion relative to the tire's outer surface of the sidewall.

7. The tire according to claim 1, wherein, On the sidewall, the tire has a maximum width region, which includes the position where the tire's length is greatest in the tire width direction. The end of the turbulence-generating protrusion in the radial direction of the tire is located in the region of the tire's maximum width. The tire includes a circumferential protrusion that protrudes from the outer surface of the tire sidewall and extends circumferentially along the tire. The end of the turbulence-generating protrusion is connected to the circumferential protrusion, and The width of the circumferential protrusion in the radial direction of the tire is narrower than the maximum width of the turbulence-generating protrusion in the circumferential direction of the tire.

8. The tire according to any one of claims 1 to 7, wherein, The turbulence-generating protrusion has a maximum width of 4.7 mm to 7.1 mm in the tire circumferential direction.

9. The tire according to any one of claims 1 to 7, wherein, The turbulence-generating protrusion has a length of 8 mm to 30 mm in the radial direction of the tire.

10. The tire according to any one of claims 1 to 7, wherein, The communication device is an RF tag.

Images