Tires

Abstract

The tire (1) includes a marking (2) on a tire sidewall section, the marking (2) having a specific vertical orientation. The lower side of the marking (2) faces an outer surface in a tire radial direction. The tire (1) includes a plurality of markings (2, 2) spaced apart from each other in the tire circumferential direction. The lower side of each of the plurality of markings (2, 2) faces an outer surface in a tire radial direction. The tire (1) includes on the tire sidewall section a surface-treated area (3), formed by arranging a plurality of concave-convex sections, and a smooth area (4) with a smooth surface. The entire marking (2) is located on the smooth area (4).

Description

Technical field

[0001] The invention relates to a tire and in particular to a tire with improved visibility of the markings. State of the art

[0002] In the prior art, markings such as a tire manufacturer or tire brand are applied to a section of the tire sidewall. The technologies disclosed in patent documents 1 and 2 are known as tires with such a configuration. List of literature on patent literature Patent Document 1: JP 2023-8359 A Patent Document 2: JP 1985-130107 Y1 Brief description of the invention: Technical problem

[0003] In recent years, small-diameter tires have been developed for use on vehicles with lower ground clearance and extended interior space. With such small-diameter tires, the tire size is small, creating the challenge of improving the visibility of markings such as sidewall markings. This is especially true when these small-diameter tires are fitted to vehicles equipped with tire housings that include covers (known as "spats" or "skirts") to protect the wheel sidewalls. The limited visible area of ​​the tire sidewall further complicates matters.

[0004] In light of the foregoing, it is an object of the invention to provide a tire with improved visibility of the tire markings. Solution to the problem

[0005] To fulfill the above objective, a tire according to an embodiment of the invention can include a marking on a tire sidewall section, wherein the marking has a certain vertical direction and a lower side of the marking faces an outside in the tire radial direction. Advantageous effects of the invention

[0006] In one embodiment of the invention, the visibility of the tire marking is improved when the tire is mounted on a vehicle equipped with a cover in the tire housing to conceal the sidewall of the wheel. Specifically, in a vehicle equipped with this cover, the area above the tire sidewall section is vertically covered by the cover, leaving only a portion of the area on the road surface side exposed. The advantage here is that the marking is positioned with its lower side facing the outer surface in the tire's radial direction, thus ensuring the marking appears without being reversed, which improves its visibility from outside the vehicle. Brief description of the drawings Fig. Figure 1 is a cross-sectional view in a tire meridional direction illustrating a tire according to an embodiment of the present invention. Fig. 2 is a top view showing a tire sidewall section of the Fig. 1 illustrated tire illustrated. Fig. 3 is an enlarged view showing a marker on the in Fig. 2 illustrated tire sidewall section illustrated. Fig. 4 is a cross-sectional view A, which shows the Fig. 3 illustrated markings illustrate. Fig. Figure 5 is an enlarged view showing a surface-machined area of ​​the Fig. 2 illustrated tire sidewall sections. Fig. 6 is a cross-sectional view B, which shows the in Fig. 5 illustrated surface-treated areas. Fig. Figure 7 is a table illustrating the result of a performance test of the tire according to an embodiment of the present invention. Fig. Figure 8 is a diagram illustrating a result of a performance test of the tire according to an embodiment of the present invention. Description of the aspects

[0007] The present invention is described in detail below with reference to the drawings. The present invention is not limited by the present embodiment. Furthermore, the components of the present embodiment include equivalents and obvious developments that can be substituted without departing from the scope of protection and spirit of the invention. The majority of modified examples described in the present embodiment can be combined at the discretion of a person skilled in the art within the scope of protection of obviousness. Tires

[0008] Fig. Figure 1 is a cross-sectional view in the tire meridional direction, illustrating a tire 1 according to an embodiment of the present invention. This drawing illustrates a cross-sectional view of a side region of the tire 1 mounted on a rim 10 in the tire radial direction. In the present embodiment, a radial pneumatic tire for use on passenger cars is described as an example of the tire.

[0009] In the same drawing, a tire meridional cross-section is defined as a cross-section of the tire as obtained by cutting the tire on a plane that includes a tire axis of rotation (not illustrated). A tire equatorial plane CL is defined as a plane passing through the midpoint of a tire cross-sectional width DW, as defined in JATMA, and perpendicular to the tire axis of rotation. A tire width direction is defined as a direction parallel to the tire axis of rotation, and the tire radial direction is defined as a direction perpendicular to the tire axis of rotation. A point T is a ground contact edge of the tire, and a point Ac is a maximum tire width position.

[0010] The tire 1 has a ring-shaped structure, with the tire axis of rotation acting as the center, and includes a pair of bead cores 11, 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, a tread rubber 15, a pair of sidewall rubbers 16, 16 and a pair of rim pad rubbers 17, 17 and an inner liner 18 (see Fig. 1).

[0011] The pair of bead cores 11, 11 includes one or more bead wires made of steel, wound multiple times in a ring shape, embedded in bead sections, and forming cores of the left and right bead sections. The pair of bead fillers 12, 12 is arranged in the tire radial direction on an outer circumference of the pair of bead cores 11, 11 and reinforces the bead sections. The bead filler 12 has: a rubber hardness Hs_bf of 55 or more and 105 or less; a modulus M_bf (MPa) at 100% elongation of 2.0 or more and 13.0 or less; and a loss factor tanδ_bf of 0.03 or more and 0.30 or less. Preferably, the bead filler 12 has: a rubber hardness Hs_bf of 70 or more and 100 or less; a modulus M_bf (MPa) at 100% elongation of 3.0 or more and 12.0 or less; and a loss factor tanδ_bf of 0.05 or more and 0.25 or less.

[0012] The carcass layer 13 has a single-layer structure enclosing a single carcass ply or a multi-layer structure enclosing multiple layered carcass plies, extends between the left and right bead cores 11, 11 in a toroidal shape, and forms the support structure of the tire. Both end sections of the carcass layer 13 are unwound to the outside in the tire width direction to enclose the bead core 11 and the bead filler 12.The carcass layer of carcass layer 13 is produced by coating a plurality of carcass cord threads, which are made of inorganic fibers (for example, steel, carbon fiber, glass fiber) or an organic fiber material (for example, aramid, nylon, polyester or the like), with coating rubber and carrying out a rolling process on the carcass cord threads and has a cord thread angle (defined as the inclination angle of the carcass cord threads in the longitudinal direction with respect to a tire circumferential direction) of 80 degrees or more and 100 degrees or less.

[0013] The belt layer 14, which is formed by layering a plurality of belt layers 141 to 144, is arranged around an outer circumference of the carcass layer 13. In the configuration of Fig. 1. The belt layers 141 to 144 are formed from a pair of cross belts 141, 142, a belt cover 143 and a pair of belt edge covers 144, 144.

[0014] The pair of cross-belts 141, 142 is produced by covering a plurality of belt cord threads, made of steel or an organic fiber material, with a coating rubber and applying a rolling process to the belt cord threads. The belt cords have a cord thread angle (defined as the inclination angle of the belt cord threads in a longitudinal direction with respect to the tire's circumferential direction) of 15 degrees or more and 55 degrees or less as an absolute value. The pair of cross-belts 141, 142 have cord thread angles with opposite reference numerals and are layered such that the belt cord threads intersect each other in the longitudinal direction of the belt cord threads (a so-called cross-ply structure). The pair of cross-belts 141, 142 is layered and arranged on an outer surface of the carcass layer 13 in the tire's radial direction.

[0015] The belt cover 143 and the belt edge covers 144, 144 are manufactured by coating belt cover cord threads, made of steel or an organic fiber material, with coating rubber and each have a cord thread angle of 0 degrees or more and 10 degrees or less as an absolute value. For example, a strip material is formed from one or more belt cover cord threads covered with coating rubber, and the belt cover 143 and the belt edge covers 144 are manufactured by wrapping this strip material multiple times and spirally in the circumferential direction of the tire around the outer circumferential surfaces of the cross belts 141, 142.The belt cover 143 is arranged so that it completely covers the cross belts 141, 142, and the pair of belt edge covers 144, 144 is arranged so that it covers the left and right edge sections of the cross belts 141, 142 from the outside in the tire radial direction.

[0016] The tread rubber 15 is arranged on an outer circumference of the carcass layer 13 and the belt layer 14 in the tire radial direction and forms a tread section of the tire 1. The tread rubber 15 encloses a protector tread 151 and a base rubber 152.

[0017] The protective tread 151 is made of a rubber material that exhibits excellent ground contact properties and weather resistance. It is exposed in a tread surface over the entire ground contact area of ​​the tire and forms an outer surface of the tread section. The protective tread 151 has: a rubber hardness Hs_cap of 50 or more and 80 or less; a modulus M_cap (MPa) at 100% elongation of 1.0 or more and 4.0 or less; and a loss factor tanδ_cap of 0.03 or more and 0.36 or less. Preferably, the protective tread 151 has: a rubber hardness Hs_cap of 58 or more and 76 or less; a modulus M_cap (MPa) at 100% elongation of 1.5 or more and 3.2 or less; and a loss factor tanδ_cap of 0.06 or more and 0.29 or less.

[0018] The rubber hardness Hs is measured according to JIS K6253 at a temperature of 20 °C.

[0019] The modulus (tensile strength) is measured by a tensile test at a temperature of 20 °C using a dumbbell-shaped test piece according to JIS K6251 (using a dumbbell of number 3).

[0020] The loss factor tanδ is measured using a viscoelasticity spectrometer available from Toyo Seiki Seisaku-sho Ltd. under conditions of a temperature of 60°C, a shear stress of 10%, an amplitude of +0.5% and a frequency of 20 Hz.

[0021] The base rubber 152 is made of a rubber material exhibiting excellent heat resistance, is arranged between the protector tread 151 and the belt layer 14, and forms a base section of the tread rubber 15. The base rubber 152 has: a rubber hardness Hs_ut of 47 or more and 80 or less; a modulus M_ut (MPa) at 100% elongation of 1.4 or more and 5.5 or less; and a loss factor tanδ_ut of 0.02 or more and 0.23 or less. Preferably, the base rubber 152 has: a rubber hardness Hs_ut of 50 or more and 65 or less; a modulus M_ut (MPa) at 100% elongation of 1.7 or more and 3.5 or less; and a loss factor tanδ_ut of 0.03 or more and 0.10 or less.

[0022] A difference in the rubber hardness Hs_cap - Hs_ut is in the range of 3 or more and 20 or less, and preferably in the range of 5 or more and 15 or less. A difference in the modulus M_cap - M_ut (MPa) is in the range of 0 or more and 1.4 or less, and preferably in the range of 0.1 or more and 1.0 or less. A difference in the loss factor tanδ_cap - tanδ_ut is in the range of 0 or more and 0.22 or less, and preferably in the range of 0.02 or more and 0.16 or less.

[0023] The pair of sidewall rubbers 16, 16 are each arranged in the tire width direction on an outer side of the carcass layer 13 to form a left and a right sidewall section. In the configuration of Fig. 1 is an end section of a sidewall rubber 16 arranged on the outer side in the tire radial direction in a lower layer of the tread rubber 15 and is positioned between an end section of the belt layer 14 and the carcass layer 13. However, no such restriction is intended, and the end section of the sidewall rubber 16 on the outer side in the tire radial direction can be arranged in an outer layer of the tread rubber 15 and be exposed in a support section of the tire (not illustrated). In this case, a belt pad (not illustrated) is arranged between the end section of the belt layer 14 and the carcass layer 13.

[0024] The sidewall rubber 16 has: a rubber hardness Hs_sw of 48 or more and 65 or less; a modulus M_sw (MPa) at 100% elongation of 1.0 or more and 2.4 or less; and a loss factor tanδ_sw of 0.02 or more and 0.22 or less. Preferably, the sidewall rubber 16 has: a rubber hardness Hs_sw of 50 or more and 59 or less; a modulus M_sw (MPa) at 100% elongation of 1.2 or more and 2.2 or less; and a loss factor tanδ_sw of 0.04 or more and 0.20 or less.

[0025] The pair of rim pad rubbers 17, 17 extends from an inner side in the tire radial direction of the left and right bead core 11, 11 and folded-over sections of the carcass layer 13 to the outer side in the tire width direction, forming rim mating surfaces of the bead sections. In the configuration of Fig. 1 is an end section of the rim pad rubber 17 inserted on the outside in the tire radial direction into a lower layer of the sidewall rubber 16 and is arranged such that it is positioned between the sidewall rubber 16 and the carcass layer 13. The rim pad rubber 17 has: a rubber hardness Hs_rc of 60 or more and 80 or less; a modulus M_rc (MPa) at 100% elongation of 2.0 or more and 7.0 or less; and a loss factor tanδ_rc of 0.09 or more and 0.35 or less. Preferably, the rim pad rubber 17 has: a rubber hardness Hs_rc of 65 or more and 75 or less; a modulus M_rc (MPa) at 100% elongation of 3.0 or more and 6.0 or less; and a loss factor tanδ_rc of 0.11 or more and 0.30 or less.

[0026] The inner liner 18 is an air penetration prevention layer arranged on the inner surface of a tire and covering the carcass layer 13. It suppresses oxidation caused by exposure of the carcass layer 13 and prevents the escape of air from the tire. The inner liner 18 can, for example, be made of a rubber compound containing butyl rubber as the main component, or it can be made of a thermoplastic resin or a thermoplastic elastomer compound containing an elastomer component mixed with a thermoplastic resin, or the like.

[0027] In Fig. 1. The outer diameter OD (mm) of the tire is in the range of 200 ≤ OD ≤ 660 and preferably in the range of 250 mm ≤ OD ≤ 580 mm. By using such a small-diameter tire, a significant improvement in load performance, as described below, is achieved. The overall tire width SW (mm) is in the range of 100 ≤ SW ≤ 400 and preferably in the range of 105 mm ≤ SW ≤ 340 mm. With the small-diameter tire 1, for example, the floor of a small vehicle can be lowered to enlarge the vehicle interior. In addition, if such a small-diameter tire has a marking 2 as described below, the visibility of the marking 2 is effectively improved.

[0028] The tire outer diameter (OD) is measured when the tire is mounted on a specified rim, inflated to a specified internal pressure, and in an unloaded state.

[0029] The overall tire width SW is measured as a linear distance between the sidewalls (including all sections such as letters and patterns on the tire sidewall surface) when the tire is mounted on a specified rim, inflated to a prescribed internal pressure, and in an unloaded condition.

[0030] A specified rim refers to an "Applicable Rim" as determined by JATMA, a "Design Rim" as determined by the Tire and Rim Association Inc. (TRA), or a "Measurement Rim" as determined by the European Tire and Rim Technical Organization (ETRTO). "Specified Inflation Pressure" refers to a "Maximum Air Pressure" as specified by JATMA, the maximum value in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" as specified by the TRA, or "INFLATION PRESSURES" as specified by the ETRTO. A "Specified Load" refers to a "Maximum Load Capacity" as specified by JATMA, the maximum value in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" as specified by the TRA, or a "LOAD CAPACITY" as specified by the ETRTO. However, in the case of JATMA, the specified internal pressure for a passenger car tire is an air pressure of 180 kPa, and the specified load is 88% of the maximum load capacity.

[0031] The total tire width SW (mm) in relation to the tire outer diameter OD (mm) is in the range of 0.23 ≤ SW / OD ≤ 0.84 and preferably in the range of 0.25 ≤ SW / OD ≤ 0.81.

[0032] The outer diameter of the tire OD and the overall width of the tire SW preferably satisfy the following mathematical formula (1). Here, A1min = -0.0017, A2min = 0.9, A3min = 130, A1max = -0.0019, A2max = 1.4 and A3max = 400, and preferably A1min = -0.0018, A2min = 0.9, A3min = 160, A1max = -0.0024, A2max = 1.6 and A3max = 362. Mathematical Formula 1 A1min∗SW∧2+A2min∗SW+A3min≤OD ≤A1max∗SW∧2+A2max∗SW+A3max

[0033] For tire 1, it is assumed that the rim 10 has a rim diameter of 5 inches or more and 16 inches or less (in other words, 125 mm or more and 407 mm or less). The rim diameter RD (mm) relative to the tire's outer diameter OD (mm) is in the range of 0.50 ≤ RD / OD ≤ 0.74 and preferably in the range of 0.52 ≤ RD / OD ≤ 0.71. The lower limit ensures the rim diameter RD and, in particular, provides sufficient space for an in-wheel motor. The upper limit ensures an internal volume V of the tire, as described below, and the tire's load capacity.

[0034] It should be noted that the tire's inner diameter is equal to the rim diameter RD of the rim 10.

[0035] It is assumed that the tire 1 is used at an internal pressure higher than a predetermined internal pressure, in particular an internal pressure of 350 kPa or more and 1200 kPa or less, and preferably 500 kPa or more and 1000 kPa or less. The lower limit suppresses deformation of the tire sidewall section when a load is applied, thereby improving the visibility of the marking 2 described later, and the upper limit ensures the protective effect of the internal inflation process.

[0036] It is assumed that tire 1 is mounted on a vehicle traveling at a low speed, such as a small shuttle bus. The vehicle's maximum speed is 100 km / h or less, preferably 80 km / h or less, and more preferably 60 km / h or less. It is assumed that the tire 1 is mounted on a vehicle with 6 to 12 wheels. This adequately indicates the load capacity of the tire.

[0037] The aspect ratio of the tire, that is, the ratio SH / DW between a tire cross-sectional height SH (mm) and a tire cross-sectional width DW (mm), is in the range of 0.16 ≤ SH / DW ≤ 0.85 and preferably in the range of 0.19 ≤ SH / DW ≤ 0.82.

[0038] The tire cross-sectional height SH is half the distance of the difference between a tire's outer diameter and a rim diameter and is measured when the tire is mounted on a specified rim, inflated to a specified internal pressure and is in an unloaded state.

[0039] The tire cross-sectional width SW is measured as a linear distance between sidewalls (without patterns, letters, or the like on the tire sidewall surface) when the tire is mounted on a specified rim, inflated to a specified internal pressure, and in an unloaded state.

[0040] A tire ground contact width TW in relation to the total tire width SW is in the range of 0.50 ≤ TW / SW ≤ 0.85 and preferably in the range of 0.60 ≤ TW / SW ≤ 0.80.

[0041] The tire ground contact width TW is measured as the maximum linear distance in the tire axial direction on a contact surface between the tire and a flat plate when the tire is mounted on a predetermined rim, inflated to a predetermined internal pressure, placed perpendicular to the flat plate in a static state, and loaded with a load corresponding to the predetermined load.

[0042] The tire's internal volume V (m³) relative to its outer diameter OD (mm) is in the range of 4.0 ≤ (V / OD) × 10⁶ ≤ 60 and preferably in the range of 6.0 ≤ (V / OD) × 10⁶ ≤ 50. This ensures that the tire's internal volume V is appropriately set. In particular, the lower limit guarantees the tire's internal volume and its load capacity. It is assumed that the small-diameter tire will be used at high internal pressure and a high load, so the tire's internal volume V is preferably sufficiently ensured. The upper limit prevents the increase in tire size caused by an excessive tire's internal volume V.

[0043] The tire internal volume V (m^3) in relation to the rim diameter RD (mm) is in the range 0.5 ≤ V × RD ≤ 17 and preferably in the range 1.0 ≤ V × RD ≤ 15. Carcass layer

[0044] In the configuration of Fig. 1. As described above, the carcass layer 13 has a single layered carcass ply and is arranged such that it extends in a toroidal shape between the left and right bead cores 11, 11. Both end sections of the carcass layer 13 are folded over to the outside in the direction of the tire width and are fixed to enclose the bead cores 11 and the bead fillers 12.

[0045] The tensile strength Tcs (N / 50 mm) per 50 mm width of the carcass layer forming the carcass layer 13, with respect to the tire's outer diameter OD (mm), is in the range of 17 ≤ Tcs / OD ≤ 120 and preferably in the range of 20 ≤ Tcs / OD ≤ 120. The tensile strength Tcs (N / 50 mm) of the carcass layer 13 with respect to the total tire width SW (mm) is in the range of 30 ≤ Tcs / SW ≤ 260 and preferably in the range of 35 ≤ Tcs / SW ≤ 220. Such a configuration adequately ensures the load-bearing capacity of the carcass layer 13 in a small-diameter tire and has the advantage of providing the tire's durability and low rolling resistance in a compatible manner. In particular, the lower limit suppresses tire deformation during use under high loads and ensures the tire's durability. Use at high inflation pressures is possible, and the tire's rolling resistance is reduced.It is assumed that the small-diameter tire will be used at high internal pressure and a high load, thereby significantly achieving the aforementioned durability performance and the reduction in the tire's rolling resistance. The upper limit suppresses the deterioration in rolling resistance caused by the increased weight of the carcass layer.

[0046] The tensile strength Tcs (N / 50 mm) of the carcass ply is calculated as follows. In other words, the carcass ply extending between the left and right bead cores 11, 11 and covering the entire inner circumference of the tire is defined as an effective carcass ply. The product of the tensile strength (N / cord thread) per carcass cord thread forming the effective carcass ply and the number of plies (cord threads / 50 mm) of carcass cord threads per 50 mm width on the tire equatorial plane CL over the entire circumference of the tire is calculated as the tensile strength Tcs (N / 50 mm) of the carcass ply. The tensile strength of the carcass cord thread is measured by a tensile test at a temperature of 20 °C according to JIS K1017.For example, in a configuration where a carcass cord thread is formed by braiding, say, a plurality of yarns, the tensile strength of the braided carcass cord thread is measured, and the tensile strength Tcs of the carcass layer 13 is calculated. In a configuration where the carcass layer 13 has a multilayered structure (not illustrated) formed by layering a plurality of effective carcass plies, the tensile strength Tcs is determined for each of the plurality of effective carcass plies.

[0047] For example, in the configuration of Fig. 1 the carcass layer 13 a single-layer structure formed from a single carcass ply (reference numerals omitted in drawings), and the carcass ply is configured by arranging carcass cord threads of steel covered with a coating rubber in a cord thread angle of 80 degrees or more and 100 degrees or less with respect to the tire circumferential direction (not illustrated). The carcass cord thread, which is made from the steel described above, has a cord thread diameter φcs (mm) in the range of 0.15 ≤ φcs ≤ 1.10 and preferably in the range of 0.25 ≤ φcs ≤ 0.60 and a number of inserts Ecs (cord threads / 50 mm) in the range of 25 ≤ Ecs ≤ 80 and preferably in the range of 50 ≤ Ecs ≤ 80, whereby the tensile strength Tcs (N / 50 mm) of the carcass layer 13 described above is achieved.The carcass cord thread is formed by interlacing a plurality of yarns, and one yarn diameter φcss (mm) thereof is in the range of 0.12 ≤ φcss ≤ 0.24 and preferably in the range of 0.14 ≤ φcss ≤ 0.22. The yarn diameter φcss (mm) of the carcass cord thread with respect to the cord thread diameter φcs (mm) of the carcass cord thread is more preferably in the range of 0.30 ≤ φcss / φcs ≤ 0.90. Note that the carcass cord threads can also be made of inorganic fibers (for example, carbon fibers, glass fibers, or the like) instead of steel.

[0048] No restriction is intended, and the carcass ply can be formed from a carcass cord yarn made of an organic fiber material (for example, aramid, nylon, polyester, rayon, or the like) covered with a coating rubber. In this case, the carcass cord yarn made from the organic fiber material has a cord yarn diameter φcs (mm) in the range of 0.60 ≤ φcs ≤ 0.90 and a number of plies Ecs (cord yarns / 50 mm) in the range of 40 ≤ Ecs ≤ 70, thereby achieving the tensile strength Tcs (N / 50 mm) of the carcass ply 13 described above. Alternatively, the carcass cord yarn made from the high-tensile organic fiber material, such as nylon, aramid, and hybrid, can be implemented by a person skilled in the art within the apparent scope of protection.

[0049] The carcass layer 13 can have a multi-layered structure, formed by layering multiple carcass plies, for example two layers (not illustrated). This can effectively improve the load-bearing capacity of the tire.

[0050] The total tensile strength TTcs (N) of the carcass layer 13 with respect to the tire outer diameter OD (mm) is in the range of 300 ≤ TTcs / OD ≤ 3500 and preferably in the range of 400 ≤ TTcs / OD ≤ 3000. This ensures the load capacity of the entire carcass layer 13.

[0051] The total tensile strength TTcs (N) of the carcass layer 13 is calculated as the product of the tensile strength (N / cord thread) per carcass cord thread and the total number of plies (cord threads) of the carcass cord threads in the entire carcass layer 13. Therefore, the total tensile strength TTcs (N) of the carcass layer 13 increases with an increase in the tensile strength Tcs (N / 50 mm) of each carcass ply, the number of carcass plies layered, the circumferential length of the carcass ply, and the like.

[0052] The total tensile strength TTcs (N) of the carcass layer 13 with respect to the tire outer diameter OD (mm) and a distance SWD (mm) preferably satisfies the following mathematical formula (2). Here, Dmin = 2.2 and Dmax = 40, preferably Dmin = 4.3 and Dmax = 40, more preferably Dmin = 6.5 and Dmax = 40, and even more preferably Dmin = 8.7 and Dmax = 40. Furthermore, Dmin = 0.02 × P when using a predetermined internal pressure P (kPa) of the tire is preferred. Mathematical Formula 2 Dmin∗{(OD / 2)∧2−(SWD / 2)∧2}≤TTcs ≤Dmax∗{(OD / 2)∧2−(SWD / 2)∧2} Tire sidewall section

[0053] Fig. 2 is a top view showing a tire sidewall section of the Fig. This drawing illustrates tire 1 from an axial perspective.

[0054] As in Fig. As illustrated in Figure 2, the tire 1 includes the marking 2, a surface-treated area 3 and a smooth area 4 on the tire sidewall section.

[0055] The marking 2 is composed of a character, a number, a symbol, or a combination thereof and includes a trademark that serves as an identification mark, in particular indicating a tire manufacturer, a tire brand, or the like. A plurality of markings 2 are arranged so that they are spaced apart from each other in the circumferential direction of the tire. For example, in the configuration of Fig. 2. A marking consisting of a combination of the string "YOKOHAMA", indicating a tire manufacturer, and a logo designed with the initial letter "Y", is embossed on the surface of the tire sidewall section. Furthermore, a pair of markings 2, 2 are arranged at opposite positions in the circumferential direction of the tire. Marking 2 is described in detail below.

[0056] Surface-treated area 3 is a surface-treated area formed by arranging a plurality of concave-convex sections and is formed on the surface of the tire sidewall section. This surface-treated area 3 serves to improve the formability of the tire sidewall section by being composed of a plurality of fine concave-convex sections that are closely arranged. For example, in the configuration of Fig. 2. The surface-treated area 3 exhibits a long structure extending in the circumferential direction of the tire and having a wave-like shape with an amplitude in the radial direction of the tire. Additionally, a pair of surface-treated areas 3, 3 is located in an area between a pair of markings 2, 2. This enhances the visibility of the marking 2. The surface-treated area 3 is described in detail below.

[0057] The smooth area 4 is an area with a smooth surface and is formed on the surface of the tire sidewall section. Specifically, the smooth area 4 is defined as an area that has a continuous smooth surface without grooves or concave-convex sections and surrounds the previously described marking 2. For example, in the configuration of Fig. 2. A pair of smooth areas 4, 4 is arranged to surround each of the pairs of marks 2, 2. In other words, each pair of marks 2, 2 is arranged within the pair of smooth areas 4, 4. When the smooth area 4 is arranged to surround the mark 2, the visibility of the mark 2 is improved compared to the configuration (not illustrated) in which the mark 2 is arranged within the surface-worked area 3.

[0058] Furthermore, the configuration of Fig. 2 a unit U, consisting of the marking 2, the surface-treated area 3 and the smooth area 4, on the tire sidewall section at least on the outside in the vehicle width direction (see Fig. 1) formed when the tire is mounted on the vehicle. Furthermore, the unit pairs U, U are arranged in a row in the circumferential direction of the tire and together have a ring-shaped structure. As in Fig. As illustrated in 2, the pair of units U, U is further on an outside in the tire radial direction as a maximum tire width position Ac (see Fig. 1) arranged. More precisely, a pair of narrow ribs 5A, 5B, extending in the circumferential direction of the tire, are located in an area from the tire ground contact edge T (see Fig. 1) arranged up to the maximum tire width position Ac, and the pair of units U, U, each consisting of the marking 2, the surface-treated area 3 and the smooth area 4, is arranged in an annular area subdivided by the pair of narrow ribs 5A, 5B. This improves the formability of the tire sidewall section. However, such a limitation is not intended, and the unit U, consisting of the marking 2, the surface-treated area 3 and the smooth area 4, can furthermore be arranged on an inside in the tire radial direction as the maximum tire width position Ac (not illustrated).

[0059] The maximum tire width position Ac is determined as the maximum width position of the tire cross-sectional width DW (see Fig. 1).

[0060] The pair of narrow ribs 5A, 5B each have a width of 0.4 mm or more and 0.8 mm or less and a height of 0.1 mm or more and 1.0 mm or less and each serve as an ejection path for trapped air during tire vulcanization forming, thereby suppressing the occurrence of vulcanization defects, particularly in the smooth area 4 surrounding the mark 2. mark

[0061] Fig. 3 is an enlarged view showing marker 2 of the in Fig. This drawing illustrates a section of the tire sidewall, specifically marking 2. Fig. 4 is a cross-sectional view A, which shows the Fig. 3 illustrated markings 2 illustrated.

[0062] In Fig. In the configuration of Fig. 2 is the vertical direction of the marker 2 determined by the combination of a logo “Y” and a string “YOKOHAMA”.

[0063] Furthermore, as in Fig. Figure 2 illustrates that the marker 2 is positioned so that its underside faces the outside in the tire radial direction. For example, in the configuration of Fig. 2 the entire marking 2 is curved along the curvature of the tire, so that elements 21A to 21E (see Fig. 3) forming the marking 2 are arranged such that their vertical directions are each aligned parallel to the tire radial direction. Furthermore, the majority of markings 2, 2, arranged at predetermined intervals in the tire circumferential direction, are each arranged such that their upper side faces the inside in the tire radial direction and their lower side faces the outside in the tire radial direction.

[0064] In such a configuration, when tire 1 is mounted on a vehicle, the tire housing is fitted with a cover 20 (see Fig. The presence of two so-called "spats" or "skirts" (2) to cover the side surface of the wheel improves the visibility of the marking 2 on the tire 1. Specifically, on the vehicle equipped with the cover 20, the area above the tire sidewall section is covered vertically by the cover 20, and only a portion of the area on the road surface side (not illustrated, lower section in the drawing) is exposed. At this point, the marking 2 is positioned with its lower side facing the outside in the tire radial direction, and thus the marking 2 appears without being reversed, improving its visibility from outside the vehicle. Furthermore, multiple markings 2, 2 are arranged in the tire circumferential direction, increasing the possibility of the marking 2 being exposed and further improving its visibility.

[0065] Furthermore, as in Fig. Figure 3 illustrates that marking 2 is positioned intersecting the maximum tire width position Ac. In such a configuration, marking 2 is positioned furthest outward in the tire width direction, thus improving its visibility. However, no such confinement is intended, and the entire marking 2 can also be positioned on an outer edge in the tire radial direction as the maximum tire width position Ac (see Figure 3). Fig. 1) be arranged (not illustrated). Thus, even if the hem of the cover is 20 long, the entire marking 2 will be exposed sufficiently close to the road surface, and the visibility of the marking 2 will be improved.

[0066] Such a restriction is not intended, and the entire marking 2 may furthermore be arranged on an inside in the tire radial direction as the maximum tire width position Ac, or the marking 2 may be arranged crossing the maximum tire width position Ac (not illustrated).

[0067] In the configuration of Fig. In the 2nd configuration, the entire marking 2 is positioned within the smooth area 4, as described above. Thus, the marking 2 is surrounded by the smooth area 4 and does not overlap with the surface-treated area 3. For example, in the configuration of Fig. 2. A pair of markings 2, 2, each surrounded by the smooth area 4, and a pair of surface-treated areas are arranged alternately in the circumferential direction of the tire. Furthermore, a pair of units U, U, each consisting of the marking 2, the surface-treated area 3, and the smooth area 4, is arranged in an annular area subdivided by the pair of narrow ribs 5A, 5B. This improves the design flexibility of the tire sidewall section.

[0068] Furthermore, it lies in Fig. 2. The extent 2 (degrees) of the marking 2 in the tire circumferential direction is in the range of 25 ≤ φ2 ≤ 85, preferably in the range of 35 ≤ φ2 ≤ 75. This ensures the visibility of the marking 2.

[0069] As in Fig. As illustrated in Figure 3, several elements 21A to 21E, which form the marking 2, are spaced apart from one another. In this case, adjacent elements 21A and 21B; 21B and 21C; 21C and 21D; 21D and 21E each have a minimum distance I (mm) with respect to the tire outer diameter OD (mm) in the range of 0.001 ≤ I / OD ≤ 0.015 and preferably in the range of 0.003 ≤ I / OD ≤ 0.013. This improves the visibility of the marking 2.

[0070] In Fig. 3. The radial height H2 (mm) of each of the elements 21A to 21E forming the marking 2, with reference to the tire outer diameter OD (mm), is in the range 0.010 ≤ H2 / OD ≤ 0.070 and preferably in the range 0.020 ≤ H2 / OD ≤ 0.060. The circumferential width W2 (mm) of each of the elements 21A to 21E forming the marking 2, with reference to the tire outer diameter OD (mm), is in the range 0.010 ≤ W2 / OD ≤ 0.100 and preferably in the range 0.020 ≤ W2 / OD ≤ 0.090. The thickness T2 (mm) of each of the elements 21B to 21E forming the marking 2, with reference to the tire outer diameter OD (mm), is in the range of 0.001 ≤ T2 / OD < 0.040 and preferably in the range of 0.005 ≤ T2 / OD ≤ 0.030. This improves the visibility of the marking 2.

[0071] The height H2 in the tire radial direction of each of the elements 21A to 21E is measured as the maximum value of the extended length of each of the elements 21A to 21E in the tire radial direction. Likewise, the height W2 in the tire radial direction of each of the elements 21A to 21E is measured as the maximum value of the extended length of each of the elements 21A to 21E in the tire radial direction. The thickness T2 of each of the elements 21B to 21E, which are characters, is measured as the maximum value of the thickness of a line that specifies each of the characters.

[0072] As in Fig. As illustrated in Figure 2, the marking 2 is positioned between a pair of narrow ribs 5A, 5B that extend in the circumferential direction of the tire. As a result, during the tire vulcanization forming process, residual air in the area surrounding the marking 2, particularly in the smooth area 4, is reduced, and the occurrence of vulcanization defects in the tire 1 is reduced. Fig. 3. The height H2 (mm) in the radial direction of each of the elements 21A to 21E forming the marking 2 lies in the range 0.30 ≤ H2 / H4 ≤ 0.70, preferably in the range 0.40 ≤ H2 / H4 ≤ 0.80, with respect to an arrangement interval H4 (mm) between the narrow ribs 5A and 5B in the tire radial direction. In the configuration of Fig. Mark 2 is separated from the pair of narrow ribs 5A and 5B. This increases the visibility of mark 2.

[0073] In the configuration of Fig. 2, as in Fig. 3 and Fig. As illustrated in Figure 4, some of the elements (especially elements 21B to 21E, which are characters) that form the mark 2 include a surface-worked section formed by arranging a plurality of concave-convex sections 211, 212. Examples of such a surface-worked section include a serrated section formed by arranging a plurality of narrow grooves or narrow ribs in parallel, and a concave-convex section formed by arranging a plurality of concave or convex sections.

[0074] For example, in the configuration of Fig. 3 and Fig. 4. Elements 21B to 21E of marking 2 have embossed sections formed in a smooth area and exhibit a structure that is recessed as a whole with respect to the plane of the smooth area 4. Elements 21B to 21E have a plurality of narrow grooves 211 and narrow ribs 212 arranged parallel on their bottom surfaces. This forms elements 21B to 21E with surface-worked stripes.

[0075] In Fig. 4 The side wall angle θ21 (degrees) of the concave-convex sections 211, 212 in the surface-machined sections of the elements 21B to 21E of marking 2 lies in the range 10 ≤ θ21 ≤ 20 and preferably in the range 12 ≤ θ21 ≤ 18. A pitch spacing length P21 (mm) of the concave-convex sections 211, 212 lies in the range 0.5 ≤ P21 ≤ 1.5 and preferably in the range 0.7 ≤ P21 ≤ 1.3. A height difference H21 (mm) of the concave-convex sections 211, 212 lies in the range 0.3 ≤ H21 ≤ 1.0 and preferably in the range 0.4 ≤ H21 ≤ 0.8. Additionally, a step H21' (mm), which forms the contour lines of the elements 21B to 21E, lies in the range 1.20 ≤ H21' / H21 ≤ 2.50 and preferably in the range 1.50 ≤ H21' / H21 ≤ 2.30 with respect to the height difference H21 (mm) of the concave-convex sections 211, 212. These improve the visibility of the marking 2.

[0076] The side wall angle θ21 (degrees) of the concave-convex sections 211, 212 is measured as the angle drawn by an imaginary straight line which defines the boundary sections of the upper and lower sections of the concave-convex sections 211, 212 in a cross-sectional view (see Fig. 4) perpendicular to the longitudinal direction of the concave-convex sections 211, 212 connects, in relation to the direction perpendicular to the side profile (not illustrated, the surface of the smooth area 4 of Fig. 4) of the tire.

[0077] The height difference H21 of the concave-convex sections 211, 212 is considered the maximum value of the height difference (in Fig. 4 the height difference between the maximum depth position of the narrow groove 211 and the maximum height position of the narrow rib 212) between the maximum depth position and the maximum height position of the concave-convex sections 211, 212 was measured.

[0078] Step H21' of the concave-convex sections 211, 212 is defined as the maximum value of the step between the maximum depth position of the concave-convex section (narrow groove 211 in Fig. 4), which forms the contour lines of elements 21B to 21E of marking 2, and the surface of the area surrounding elements 21B to 21E of marking 2 (surface of the smooth area 4 in Fig. 4) measured.

[0079] In the configuration of Fig. 3 and Fig. As described above, elements 21B to 21E of the marking 2 are concave overall with respect to the plane of the smooth area 4. However, such a restriction is not intended, and elements 21B to 21E of the marking 2 may be convex overall with respect to the plane of the smooth area 4 (not illustrated). In this case, the protrusion of elements 21B to 21E with respect to the plane of the smooth area 4 is preferably 0.3 mm or more and 1.0 mm or less. This can reduce the aerodynamic influence of the marking 2 while ensuring the visibility of the marking 2. Surface treated area

[0080] Fig. Figure 5 is an enlarged view showing the surface-machined area 3 of the in Fig. Figure 2 illustrates a section of the tire sidewall. This drawing illustrates a section of the surface-treated area 3. Fig. 6 is the cross-sectional view B, which shows the in Fig. 5 illustrated surface-treated area 3 illustrated.

[0081] In Fig. 6. The surface-treated area 3 is an area formed by arranging a plurality of concave-convex sections 311, 312, and its boundary is determined by a virtual line (not illustrated) that surrounds a group of closely spaced concave-convex sections 311, 312. Examples of such a surface-treated area 3 include a serrated area formed by arranging a plurality of narrow grooves or narrow ribs in parallel, and a concave-convex area formed by arranging a plurality of concave or convex sections. Such a surface-treated area 3 improves the formability of the tire sidewall section.

[0082] For example, in the configuration of Fig. 2, as in Fig. 5 and Fig. Figure 6 illustrates that the surface-treated area 3 has a concave structure relative to the plane of the smooth area 4 (see Fig. 2) Furthermore, the surface-treated area 3 includes a plurality of narrow grooves 311 and narrow ribs 312 arranged in parallel. This forms the surface-treated area 3, which is subjected to surface treatment in a striped pattern. The boundary of the surface-treated area, consisting of the plurality of narrow grooves 311 and narrow ribs 312, is determined by an imaginary line (not illustrated) connecting the end sections of the adjacent narrow grooves 311 and narrow ribs 312.

[0083] In the configuration of Fig. The pair of markings 2 and 2 and the pair of surface-treated areas, as described above, are arranged alternately in the tire's circumferential direction. The markings 2 and the surface-treated areas 3 are arranged in an annular area subdivided by the pair of narrow ribs 5A and 5B. Thus, the surface-treated area 3 is positioned in the same location relative to the marking 2 in the tire's radial direction, i.e., in a position that overlaps the marking 2 when viewed in the tire's circumferential direction. This forms an annular configuration consisting of the marking 2 and the surface-treated area 3.

[0084] In Fig. 2. The extent φ3 (degrees) of the surface-treated area 3 in the tire circumferential direction lies in the range 1.00 ≤ φ3 / φ2 ≤ 4.00, preferably in the range 1.50 ≤ φ3 / φ2 ≤ 3.50, relative to the extent φ2 (degrees) of the marking 2 in the tire circumferential direction. Thus, the extent φ3 (degrees) of the surface-treated area 3 is aligned with the extent φ2 (degrees) of the marking 2, and the formability of the tire sidewall section is improved.

[0085] In the configuration of Fig. 2. The surface-treated area 3 has a wave-like shape with an amplitude in the tire radial direction, and a continuous surface-treated area 3 is arranged between the adjacent markings 2, 2. This improves the visibility of the marking 2. However, no such delimitation is intended, and the surface-treated area 3 may have a belt-like shape without amplitude, or a plurality of discontinuous surface-treated areas 3 may be arranged between the adjacent markings 2, 2 (not illustrated).

[0086] As in Fig. As illustrated in Figure 5, the pitch P3 (degrees) of the wave-like shape of the surface-treated area 3 is in the range 5 ≤ P3 ≤ 30 and preferably in the range 10 ≤ P3 ≤ 20. The height of the radial direction H3 (mm) of the surface-treated area 3 is in the range 0.010 ≤ H3 / OD ≤ 0.070 and preferably in the range 0.02 ≤ H3 / OD ≤ 0.06 relative to the tire outer diameter OD (mm). A width W3 (mm) of the surface-treated area 3 with the wave-like shape is in the range 0.010 ≤ W3 / OD ≤ 0.030 and preferably in the range 0.015 ≤ W3 / OD ≤ 0.025 based on the tire outer diameter OD (mm).

[0087] The radial height H3 of the surface-treated area 3 is measured as the maximum value of the extension length of the surface-treated area 3 in the tire radial direction. The width W3 of the surface-treated area 3 with the wave-like shape is measured as the maximum value of the width of the line that forms the wave-like shape.

[0088] As in Fig. As illustrated in Figure 2, the surface-treated area 3 is located between a pair of narrow ribs 5A, 5B, extending in the circumferential direction of the tire. Fig. 5 The height H3 (mm) in the radial direction of the surface-treated area 3 lies in the range 0.45 ≤ H3 / H4 ≤ 0.95, preferably in the range 0.50 ≤ H3 / H4 ≤ 0.90, with respect to the arrangement interval H4 (mm) between the narrow ribs 5A and 5B in the tire radial direction. In the configuration of Fig. 5 is the surface-treated area 3 separated from the pair of narrow ribs 5A, 5B. This increases the visibility of the surface-treated area 3.

[0089] In the configuration of Fig. 5. Polygonal smooth sections 6A, 6B are formed in a region between the surface-worked area 3 and the pair of narrow ribs 5A, 5B. No grooves or concave-convex sections are formed in these smooth sections 6A, 6B. For example, in the configuration of Fig. 5. The surface-treated area 3 has a wave-like shape, curved in a stepped form, and in an area between the surface-treated area 3 and the pair of narrow ribs 5A, 5B, a plurality of hexagonal and wider smooth sections 6A and square and narrower smooth sections 6B are arranged alternately in the circumferential direction of the tire. The visibility of the surface-treated area 3 is enhanced by filling the gap between the surface-treated area 3 and the pair of narrow ribs 5A, 5B with these smooth sections 6A, 6B. Additionally, an angle D6 (degrees) (dimension symbol is omitted in the drawing) of the corner section of a hexagonal smooth area 6A, which is tangential to the surface-machined area 3 on two sides, lies in the area 0.1 ≤ D6 / OD ≤ 0.3 with respect to the tire outer diameter OD (mm).

[0090] In Fig. 6 The side wall angle θ31 (degrees) of the concave-convex sections 311, 312, which form the surface-worked area 3, has a ratio of 0 < θ31 - θ21 with respect to the side wall angle θ21 (degrees) of the concave-convex sections 211, 212 (see Fig. 4) in the surface-treated section of elements 21B to 21E of marking 2 (see Fig. 3) and preferably has a ratio of 5 ≤ θ31-θ21 ≤ 25. This improves the relative visibility of the elements 21B to 21E of the marking 2 with respect to the surface-treated area 3. The side wall angle θ31 (degrees) of each of the concave-convex sections 311, 312 forming the surface-treated area 3 is in the range 25 ≤ θ31 ≤ 35 and preferably in the range 27 ≤ θ31 ≤ 33.

[0091] The side wall angle θ31 (degrees) of the concave-convex sections 311, 312 is measured as the angle drawn by an imaginary straight line which defines the boundary sections of the upper and lower sections of the concave-convex sections 311, 312 in a cross-sectional view (see Fig. 6) perpendicular to the longitudinal direction of the concave-convex sections 311, 312 connects, in relation to the direction perpendicular to the side profile (not illustrated, the surface of the smooth section 6A of Fig. 6) of the tire.

[0092] In Fig. 6 lies a pitch distance length P31 (mm) of the concave-convex sections 311, 312, which form the surface-machined area 3, in relation to the pitch distance length P21 of the concave-convex sections 211, 212 (see Fig. 4) in the surface-treated section of elements 21B to 21E (see Fig. 3) of the marking 2 in the range 0.70 ≤ P31 / P21 ≤ 1.30 and preferably in the range 0.80 ≤ P31 / P21 ≤ 1.20. This relatively improves the visibility of the elements 21B to 21E of the marking 2 with respect to the surface-treated area 3. The pitch P31 (degrees) of each of the concave-convex sections 311, 312 forming the surface-treated area 3 is in the range 0.5 ≤ P31 ≤ 1.5 and preferably in the range 0.7 ≤ P31 ≤ 1.3.

[0093] In Fig. 6 there is a height difference H31 (mm) of the concave-convex sections 311, 312, which form the surface-worked area 3, in relation to the height difference H21 (mm) of the concave-convex sections 211, 212 (see Fig. 4) in the surface-treated section of elements 21B to 21E (see Fig. 3) of the marking 2 in the range 0.10 ≤ H31 / H21 < 1.00 and preferably in the range 0.30 ≤ H31 / H21 ≤ 0.90. This improves the relative visibility of the elements 21B to 21E of the marking 2 with respect to the surface-treated area 3. In addition, the height difference H31 (mm) of the concave-convex sections 311, 312, which form the surface-treated area 3, is in the range 0.1 ≤ H31 ≤ 0.8 and preferably in the range 0.2 ≤ H31 ≤ 0.6.

[0094] The height difference H31 of the concave-convex sections 311, 312 is considered the maximum value of the height difference (in Fig. 6 the height difference between the maximum depth position of the narrow groove 311 and the maximum height position of the narrow rib 312) between the maximum depth position and the maximum height position of the concave-convex sections 311, 312 was measured.

[0095] In the configuration of Fig. Step 6, H31' (mm), which forms the boundary line of the surface-worked area 3, is essentially equal to the height difference H31 (mm) of the concave-convex sections 311 and 312. On the other hand, as described above, step H21' (mm), which forms the contour lines of elements 21B to 21E of marker 2, is set larger than the height difference H21 (mm) of the concave-convex sections 211 and 212 of each of elements 21B to 21E. This improves the relative visibility of elements 21B to 21E of marker 2 in relation to the surface-worked area 3.

[0096] Step H31' of the concave-convex sections 311, 312 is defined as the maximum value of the step between the maximum depth position of the concave-convex section (narrow groove 311 in Fig. 6), which forms the boundary line of the surface-treated area 3, and the surface of the area surrounding the surface-treated area 3 (surface of the smooth section 6A of Fig. 6) measured. Effects

[0097] As described above, [1] the tire 1 includes the marking on the tire sidewall section, the marking having the specified vertical direction (see Fig. 2). The lower side of marking 2 faces the outside in the tire radial direction.

[0098] In this configuration, the visibility of marking 2 on tire 1 is improved when tire 1 is mounted on a vehicle that is in the tire housing with cover 20 (see Fig. 2) is provided to cover the side surface of the wheel. In particular, on the vehicle equipped with the cover 20, the area above the tire sidewall section is covered vertically by the cover 20, and only a section of the area on the road surface side (not illustrated, lower section in the drawing) is exposed. The advantage here is that the marking 2 is arranged with its lower side facing the outside in the tire radial direction, and thus the marking 2 appears without being reversed, which improves the visibility of the marking 2 from outside the vehicle.

[0099] [2] In the tire 1 according to the above description [1], the marking 2 is positioned across the maximum tire width position Ac. This configuration has the advantage that the marking 2 is positioned furthest outwards in the direction of tire width, thus improving the visibility of the marking 2.

[0100] [3] In the case of the tire 1 according to the above described [1] or [2], the marking 2 is positioned further on the outside in the tire radial direction than the maximum tire width position Ac (see Fig. 1 and Fig. 2) Thus, the advantage is that even if the hem over the cover 20 of the vehicle is long, the entire marking 2 is exposed sufficiently close to the road surface and the visibility of the marking 2 is improved.

[0101] [4] In the case of tire 1 according to one of the above described [1] to [3], the marking 2 is positioned further on the inside in the tire radial direction than the maximum tire width position Ac (not illustrated). In this configuration, the advantage is that when the tire 1 is mounted on the vehicle, the marking 2 can be viewed from outside the vehicle at a favorable angle, thus improving the visibility of the marking 2.

[0102] [5] In the case of the tire 1 according to one of the above described [1] to [4], the marking 2 includes the plurality of elements 21A to 21E, which are spaced apart from each other (see Fig. 2 and Fig. 3) Each of the adjacent elements: 21A and 21B; 21B and 21C; 21C and 21D; 21D and 21E, with reference to the tire outer diameter OD (mm), has a minimum distance I (mm) in the range 0.001 ≤ I / OD ≤ 0.015. This has the advantage of improving the visibility of marking 2.

[0103] [6] The tire 1 according to one of the above described [1] to [5] includes the majority of the markings 2, 2, which are spaced apart from each other in the circumferential direction of the tire (see Fig. 2) The lower side of each of the plural markings 2, 2 is arranged facing the outside in the tire radial direction. This increases the possibility of exposing the marking 2 and improves the visibility of the marking 2 when the tire 1 is mounted on a vehicle that includes the cover 20.

[0104] [7] The tire 1 according to one of the above described [1] to [6] includes the pair of narrow ribs 5A, 5B which extend in the circumferential direction on the tire sidewall section (see Fig. 2) The markings 2 are arranged between the pair of narrow ribs 5A, 5B. As a result, the advantage is that during tire vulcanization forming, residual air in the area surrounding the marking 2, especially in the smooth area 4, is reduced, and the occurrence of vulcanization defects of the tire 1 is reduced.

[0105] [8] The tire 1 according to one of the above described [1] to [7] closes at the tire sidewall section (see Fig. 2) a: the surface-treated area 3, which is formed by arranging the majority of concave-convex sections (in Fig. 2, the narrow groove 211 and the narrow rib 212, illustrated in Fig. 4); and The smooth area 4 has a smooth surface. The entirety of the marking 2 is positioned on the smooth area 4. This has the advantage that the outline of the marking 2 becomes clear and the visibility of the marking 2 is improved.

[0106] [9] In the case of the tire 1 according to one of the above described [1] to [8], the extent φ3 (degrees) of the surface-treated area 3 in the tire circumferential direction with respect to the extent φ2 (degrees) of the marking 2 in the tire circumferential direction is in the range of 1.00 ≤ φ3 / φ2 ≤ 4.00 (see Fig. 2) This has the advantage that the extent range φ3 (degrees) of the surface-treated area 3 is aligned with the extent range φ2 (degrees) of the marking 2 and the designability of the tire sidewall section is improved.

[0107]

[10] The tire 1 according to one of the above described [1] to [9] closes the surface-treated area 3 on the tire side section, which is formed by arranging the plurality of concave-convex sections (in Fig. 2 the in Fig. 6 illustrated narrow groove 311 and narrow rib 312) is formed (see Fig. 2). The elements 21B to 21E, which form the marker 2, enclose the surface-worked section, which is formed by arranging the plurality of concave-convex sections (in Fig. 2 the narrow groove 211 and the narrow rib 212, illustrated in Fig. 4) is formed (see Fig. 3 and Fig. 4), one. The sidewall angle θ31 (degrees) (see Fig. 6) the majority of concave-convex sections on the surface-worked area 3 with respect to the side wall angle θ21 (degrees) (see Fig. 4) The majority of concave-convex sections on the surface-worked section of elements 21B to 21E exhibit the relationship 0 < θ31-θ21. This has the advantage that the visibility of elements 21B to 21E of marking 2 is relatively improved with respect to the surface-worked area 3.

[0108]

[11] In the tire 1 according to one of the above described [1] to

[10] , the height difference H31 (mm) of the concave-convex sections 311, 312, which form the surface-treated area 3, is greater than the height difference H21 (mm) of the majority of concave-convex sections 211, 212 (see Fig. 4) on the surface-treated sections of elements 21B to 21E (see Fig. 3) of the marking 2 in the range 0.10 ≤ H31 / H21 < 1.00. This has the advantage that the visibility of elements 21B to 21E of the marking 2 is relatively improved with respect to the surface-treated area 3.

[0109]

[12] The tire 1 according to one of the above described [1] to

[11] includes: a pair of bead cores 11, 11; the carcass layer 13, which spans the pair of bead cores 11, 11; and the belt layer 14, which is on the outside of the carcass layer 13 in the tire radial direction (see Fig. 1) is arranged. The tire outer diameter OD (mm) is in the range 200 ≤ OD ≤ 660 and the overall tire width SW (mm) is in the range 100 ≤ SW ≤ 400 (see Fig. 1) This has the advantage that if such a small-diameter tire includes the markings 2 described above, the visibility of marking 2 is effectively improved.

[0110]

[13] In the tire 1 according to the preceding

[12] , the tensile strength Tcs (N / 50 mm) per width of 50 mm of the carcass layer 13 forming the carcass layer is in the range 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD (mm). This has the advantage that the structural strength of the aforementioned small-diameter tire is ensured, deformation of the tire sidewall section during loading is suppressed, and the visibility of the marking 2 is improved. Examples

[0111] Fig. 7 and Fig. Figure 8 are tables illustrating the results of a performance test of the tire according to the embodiment of the present invention.

[0112] In this performance test, the visibility of the marking was evaluated for a variety of test tire types. (1) In assessing the visibility of the marking, a test tire with a tire size of 145 / 80R12 is mounted on a rim with a rim size of 12×4.00B, and this test tire is inflated to 80% of the JATMA specified inflation pressure and loaded to 88% of the JATMA specified load. Additionally, the test tires are mounted on all wheels of a low-floor vehicle equipped with cover 20 (see Fig. 2) is provided for covering the tire sidewall sections. The inspector then visually observes marking 2 on the tire sidewall section from a position 8 m away from the vehicle and assesses its visibility. This assessment is carried out using an index score with the comparison example as a reference of 100, and the higher the numerical value, the more favorable the result.

[0113] The test tires of the comparison example and the examples each exhibit the following configuration. Fig. 1 and Fig. 2, and a pair of units U, U, each consisting of the marking 2, the surface-treated area 3 and the smooth area 4, are provided on the tire sidewall sections. The tire outer diameter OD is 531 mm, and the overall tire width SW is 143 mm. The radial height H2 of each of the elements 21A to 21E forming the marking 2 is 18 mm, and the radial height H3 of the surface-treated area 3 is 25.5 mm.

[0114] As can be seen from the test results, the test tires of the examples show improved visibility of the marking. List of reference symbols 1 tire; 2 Marking; 21A, 21B Element; 211 Narrow groove; 212 Narrow rib; 3 Surface treated area; 311 Narrow groove; 312 Narrow rib; 4 Smooth area; 5A, 5B Narrow rib; 6A, 6B Smooth section; 10 rim; 11. Bead core; 12 bead fillers; 13 Carcass layer; 14 Belt layer; 141, 142 Cross girdle; 143 Belt cover; 144 Belt edge cover; 15 tread rubber; 151 Protector running surface; 152 Base rubber; 16 side wall rubber; 17 Wheel rim pad rubber; 18 Inner soul; 20 Cover QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2023-8359 A

[0002] JP 1985-130107 Y1

[0002]

Claims

[1] Tire comprising a marking on a tire side section wherein the marking has a certain vertical direction and a lower side of the marking which faces an outside in a tire radial direction. [2] Tires according to claim 1, wherein the marking is arranged over a maximum tire width position. [3] Tires according to claim 1 or 2, wherein the marking is further arranged on an outside in the tire radial direction as a maximum tire width position. [4] Tires according to any one of claims 1 to 3, wherein the marking is further arranged on an inside in the tire radial direction as the maximum tire width position. [5] Tires according to any one of claims 1 to 4, wherein the marking comprises a plurality of elements spaced apart from each other, and a minimum distance I (mm) between adjacent elements with respect to a tire outer diameter OD (mm) is in a range of 0.001 ≤ I / OD ≤ 0.

015. [6] Tire according to any one of claims 1 to 5, comprising a plurality of markings spaced apart from each other in a tire circumferential direction, wherein a lower side of each of the plurality of markings is arranged facing the outside in the tire radial direction. [7] Tire according to any one of claims 1 to 6, comprising a pair of narrow ribs extending in the circumferential direction on the tire sidewall section, wherein the markings are arranged between the pair of narrow ribs. [8] Tires according to any one of claims 1 to 7, comprising, on the tire sidewall section: a surface-treated area formed by arranging a plurality of concave-convex sections; and a smooth area with a smooth surface, the entire marking is located on the smooth area. [9] Tires according to any one of claims 1 to 8, wherein an extent φ3 (degrees) of a surface-treated area in the circumferential direction of the tire is in a range of 1.00 ≤ φ3 / φ2 ≤ 4.00 with respect to an extent φ2 (degrees) of the marking in the circumferential direction of the tire. [10] Tires according to any one of claims 1 to 9, comprising, on the tire sidewall section: a surface-worked area formed by arranging a plurality of concave-convex sections, wherein an element forming the marking comprises a surface-worked section formed by arranging a plurality of concave-convex sections, and a side wall angle θ31 (degrees) of the majority of concave-convex sections on the surface-worked area, relative to a side wall angle θ21 (degrees) of the majority of concave-convex sections on the surface-worked section of the element, has a ratio of 0 < θ31-θ21. [11] Tires according to any one of claims 1 to 10, comprising, on the tire sidewall section: a surface-worked area formed by arranging a plurality of concave-convex sections, wherein an element forming the marking comprises a surface-worked section formed by arranging a plurality of concave-convex sections, and a height difference H31 (mm) of the majority of concave-convex sections on the surface-worked area in relation to a height difference H21 (mm) of the majority of concave-convex sections on the surface-worked section of the element has a ratio of 0.10 ≤ H31 / H21 < 1.

00. [12] Tires according to any one of claims 1 to 11, comprising: a pair of bead cores; a carcass layer spanning the pair of bead cores; and a belt layer arranged on the outside of the carcass layer in the tire radial direction, wherein a tire outer diameter (OD) (mm) lies in a range of 200 ≤ OD ≤ 660 and a total tire width SW (mm) lies in a range of 100 ≤ SW ≤ 400. [13] Tires according to claim 12, wherein a tensile strength Tcs (N / 50 mm) per width of 50 mm of a carcass layer forming the carcass layer with respect to the tire outer diameter OD (mm) is in the range of 17 ≤ Tcs / OD ≤ 120.

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