tire

Abstract

To provide a tire which can improve durability of a communication device.SOLUTION: A tire 1 comprises: a communication device 10 which is buried in a tire side part 1d; and a plurality of projections F for turbulence flow generation which projects from a tire outer surface 1ds of the tire side part, extends along a tire radial direction, and is arranged by having intervals in a tire circumferential direction. In a projection plane of the tire side part in the tire width direction, the communication device overlaps with at least one of a recess G between projections which is between the projections for turbulence flow generation and the projection for turbulence flow generation F.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a tire. [Background technology]

[0002] 2. Description of the Related Art Conventionally, there are tires having a communication device (such as an RF tag) embedded therein (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-046057 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the conventional tires as described above, there is room for improvement in the durability of the communication device.

[0005] An object of the present invention is to provide a tire that can improve the durability of a communication device. [Means for solving the problem]

[0006] The tire of the present invention is A communication device embedded inside a tire side portion; a plurality of turbulence generating ridges protruding from an outer surface of the tire in the tire side portion, extending along a tire radial direction, and arranged at intervals along a tire circumferential direction; A tire comprising: On a plane projected in the tire width direction of the tire side portion, the communication device overlaps with at least one of the turbulence generation ridges and inter-ridge recesses between the turbulence generation ridges. According to the tire of the present invention, the durability of the communication device can be improved.

[0007] In the tire of the present invention, It is preferable that the communication device be entirely located inside the inter-protrusion recess on a projection plane of the tire side portion in the tire width direction. This makes it possible to more reliably protect the communication device from external damage.

[0008] In the tire of the present invention, The turbulence generation ridges may have a plurality of uneven surfaces formed on their tops, the uneven surfaces extending in the tire radial direction while undulating in the tire width direction. In this case, the effect of suppressing bareness during tire manufacturing and the effect of generating turbulent flow can be enhanced.

[0009] In the tire of the present invention, The tire side portion is A first rigid portion is formed of a rubber member and uses a first rubber member having a predetermined rigidity; a second rigid portion using a second rubber member having a rigidity higher than the predetermined rigidity; Including, The turbulence generating ridges may be provided only on the first rigid portion. In this case, separation at the belt ends can be reliably suppressed.

[0010] In the tire of the present invention, a rib width, which is a length of the turbulence generation rib in the tire circumferential direction, varies in the tire radial direction and becomes wider toward an outer rib end portion located on the outer side in the tire radial direction, A height of the turbulence generation ridges with respect to the outer surface of the tire at the tire side portion may vary in the tire radial direction and be gradually reduced toward an outer end of the ridges. In this case, the occurrence of bare areas during manufacturing can be suppressed, and the effect of cooling the temperature of the tire side portion can be enhanced.

[0011] In the tire of the present invention, The tire side portion has a first region in which a plurality of the turbulence generating ridges are arranged adjacent to each other; a second region that is disposed so as to overlap at least a portion of the first region in the tire circumferential direction and in which the turbulence generation protrusions are not disposed; There is a system in place, a protrusion protruding from the tire outer surface of the tire side portion is formed in the second region, The protrusions are in the form of letters and symbols that display information, or pictures and patterns that display designs, A height of the protrusion from the outer surface of the tire at the tire side portion may be 50% to 100% of a height of the turbulence generation ridge from the outer surface of the tire at the tire side portion. In this case, the temperature of the entire tire side portion can be reduced.

[0012] In the tire of the present invention, The tire further includes a circumferential protrusion protruding from the tire outer surface of the tire side portion and extending in a tire circumferential direction, an end portion of the turbulence generation protrusion in the tire radial direction is connected to the circumferential protrusion, In a portion where an end of the turbulence generation ridge and the circumferential ridge are connected in the tire radial direction, a height of the end of the turbulence generation ridge relative to the tire outer surface of the tire side portion may be lower than a height of the circumferential ridge relative to the tire outer surface of the tire side portion. In this case, the occurrence of bare spots during manufacturing can be suppressed.

[0013] In the tire of the present invention, The tire side portion has a maximum tire width region including a position where the tire length in the tire width direction is maximum, an end portion of the turbulence generation protrusion in the tire radial direction is located in the tire maximum width region, a circumferential protrusion protruding from the tire outer surface of the tire side portion and extending in the tire circumferential direction, The end of the turbulence generating rib is connected to the circumferential rib, A width of the circumferential ridge in the tire radial direction may be narrower than a maximum width of the turbulence generation ridge in the tire circumferential direction. In this case, the occurrence of bare spots during manufacturing can be suppressed.

[0014] In the tire of the present invention, The maximum width of the turbulence generation ridge in the tire circumferential direction is preferably 4.7 to 7.1 mm. This can further improve the durability of the communication device.

[0015] In the tire of the present invention, The length of the turbulence generation ridge in the tire radial direction is preferably 8 to 30 mm. This can further improve the durability of the communication device.

[0016] In the tire of the present invention, The communication device preferably comprises an RF tag. Effect of the Invention

[0017] According to the present invention, it is possible to provide a tire that can improve the durability of a communication device. [Brief description of the drawings]

[0018] [Figure 1] 1 is a side view showing a portion of a tire side portion of a tire according to a first embodiment of the present invention as viewed from the outer side in the tire width direction. [Diagram 2] 2 is a tire widthwise cross-sectional view showing a part of the tire in FIG. 1, taken along line AA in FIG. [Diagram 3] FIG. 2 is a perspective view of an example of a communication device that may be used in a tire according to any embodiment of the present invention. [Figure 4] FIG. 4 is an exploded perspective view showing the communication device of FIG. 3 in an exploded state. [Diagram 5] 6 is a diagram for explaining the effect of the turbulent flow generating protrusions. [Figure 6]FIG. 4 is a cross-sectional view in the tire width direction showing a part of a tire according to a second embodiment of the present invention. [Figure 7] FIG. 4 is a side view of a tire according to a third embodiment of the present invention. [Figure 8] FIG. 11 is a perspective view showing a turbulent flow generation ridge according to a third embodiment of the present invention. [Figure 9] FIG. 9 is a front view of the turbulence generation ridges shown in FIG. 8 as viewed from the tire circumferential direction. [Figure 10] FIG. 11 is a perspective view showing a portion of a tire according to a fourth embodiment of the present invention. [Figure 11] FIG. 11 is a cross-sectional view in the tread width direction of a tire according to a fourth embodiment of the present invention. [Figure 12] 13 is a graph showing the temperature dependence of a bead filler and a side rubber portion in a tire according to a fourth embodiment of the present invention. [Figure 13] FIG. 11 is a side view of a tire according to a fifth embodiment of the present invention. [Figure 14] FIG. 14 is a partially enlarged view of the turbulent flow generating ridges shown in FIG. [Figure 15] 14 is a cross-sectional view of a main part showing the cross section BB of FIG. 13. [Figure 16] FIG. 11 is a side view of a tire according to a sixth embodiment of the present invention. [Figure 17] 17 is a cross-sectional view of a main part showing the CC section of FIG. 16. [Figure 18] FIG. 13 is a side view of a tire according to a seventh embodiment of the present invention. [Figure 19] FIG. 19 is a partially enlarged view of the turbulent flow generating ridges shown in FIG. 18. [Figure 20] Fig. 20(a) is a partially enlarged view of the turbulent flow generation ridge shown in Fig. 18. Fig. 20(b) is a cross-sectional view perpendicular to the extension direction of the turbulent flow generation ridge shown in Fig. 20(a). [Figure 21] Fig. 21(a) is a partial cross-sectional view taken along the tire width direction and the tire radial direction of a tire according to a seventh embodiment of the present invention, and Fig. 21(b) is a partial cross-sectional view taken along the tire width direction and the tire radial direction of a tire according to a seventh embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] The tire according to the present invention can be suitably used for any kind of pneumatic tire, for example, pneumatic tires for passenger cars, pneumatic tires for trucks and buses, etc.

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a tire according to the present invention will be described by way of example with reference to the drawings. The same reference numerals are used for common members and parts in each drawing. In some drawings, the tire width direction is indicated by the reference numeral "TW", the tire radial direction is indicated by the reference numeral "RD", and the tire circumferential direction is indicated by the reference numeral "CD". In this specification, the side closer to the tire cavity is referred to as the "inner side of the tire", and the side farther from the tire cavity is referred to as the "outer side of the tire".

[0021] 1 and 2 are drawings for explaining a tire 1 according to a first embodiment of the present invention. Fig. 1 is a side view showing a part of a tire side portion of the tire according to the first embodiment of the present invention as viewed from the outer side in the tire width direction. Fig. 2 is a tire width direction cross-sectional view showing a part of the tire in Fig. 1 (specifically, a part on one side of the tire equatorial plane CL) in a cross section taken along line AA in Fig. 1. Fig. 6 is a tire width direction cross-sectional view showing a part of a tire according to a second embodiment of the present invention (specifically, a part on one side of the tire equatorial plane CL). The tire 1 of the embodiment in Figs. 1 and 2 is configured as a pneumatic tire for passenger cars. The tire 1 of the embodiment in Fig. 6 is configured as a pneumatic tire for trucks and buses. For convenience of explanation, these embodiments will be described below together. It should be noted that the tire 1 according to any embodiment of the present invention may be configured as any type of tire.

[0022] The tire 1 includes a tire main body 1M and a communication device 10. The tire main body 1M corresponds to the portion of the tire 1 other than the communication device 10.

[0023] Unless otherwise specified below, the positional relationship and dimensions of each element are measured in a standard state in which the tire 1 is mounted on an applicable rim, inflated to a specified internal pressure, and unloaded. In addition, when the tire 1 is mounted on an applicable rim, inflated to a specified internal pressure, and under a maximum load, the width in the tire width direction of the contact surface that comes into contact with the road surface is referred to as the tire contact width, and the ends of the contact surface in the tire width direction are referred to as the contact ends.

[0024] In this specification, the term "applicable rim" refers to the standard rim (Measuring Rim in the ETRTO Standards Manual, Design Rim in the TRA Year Book) for the applicable size, which is an industrial standard valid in the region where the pneumatic tire is produced and used, and is described or will be described in the future in the JATMA Year Book of the Japan Automobile Tire Manufacturers Association (JATMA), the Standards Manual of the European Tire and Rim Technical Organisation (ETRTO) in Europe, and the Year Book of the Tire and Rim Association, Inc. (TRA) in the United States. In the case of a size not described in these industrial standards, it refers to a rim with a width corresponding to the bead width of the pneumatic tire. In addition to the current sizes, the "applicable rim" also includes sizes that will be described in the aforementioned industrial standards in the future. An example of a "size that will be described in the future" may be a size described as "FUTURE DEVELOPMENTS" in the 2013 edition of the ETRTO.

[0025] In this specification, "prescribed internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel in the applicable size and ply rating described in the aforementioned industrial standards such as the JATMA YEAR BOOK, and in the case of a size not described in the aforementioned industrial standards, refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity specified for each vehicle on which the tire is mounted. In addition, in this specification, "maximum load" refers to the load corresponding to the maximum load capacity of the tire in the applicable size described in the aforementioned industrial standards, or in the case of a size not described in the aforementioned industrial standards, refers to the load corresponding to the maximum load capacity specified for each vehicle on which the tire is mounted.

[0026] First, the tire body 1M will be described. As shown in Fig. 2, Fig. 6, etc., in each embodiment described in this specification, a tire body 1M includes a tread portion 1a, a pair of sidewall portions 1b extending radially inward from both ends of the tread portion 1a in the tire width direction, and a pair of bead portions 1c provided at the ends of the sidewall portions 1b on the inner side in the tire radial direction. The tread portion 1a is a portion of the tire body 1M in the tire width direction between a pair of ground contact ends. The bead portions 1c are configured to contact the rim on the inner side in the tire radial direction and the outer side in the tire width direction when the tire 1 is mounted on a rim. The tire body 1M has a pair of tire side portions 1d extending radially inward from both ends of the tread portion 1a in the tire width direction. The tire side portion 1d is composed of a sidewall portion 1b and a bead portion 1c. In this specification, the surface of the tire side portion 1d on the outer side of the tire is referred to as the "tire outer surface 1ds of the tire side portion 1d." The tire body 1M also includes a pair of bead cores 4a, a pair of bead fillers 4b, a carcass 5, a belt 6, a tread rubber 7, a side rubber 8, and an inner liner 9.

[0027] Each bead core 4a is embedded in the corresponding bead portion 1c. The bead core 4a includes a plurality of bead wires covered with rubber. The bead wires are preferably made of metal (e.g., steel). The bead wires may be made of, for example, monofilament or stranded wire. The bead wires may be made of organic fiber or carbon fiber.

[0028] Each bead filler 4b is located on the outer side in the tire radial direction with respect to the corresponding bead core 4a. The bead filler 4b extends in a tapered shape toward the outer side in the tire radial direction. The bead filler 4b is made of, for example, rubber. Bead fillers are sometimes called "stiffeners." As shown in Fig. 6, when the tire body 1M (and thus the tire 1) is configured as a pneumatic tire for trucks and buses, the bead filler 4b may be configured of a plurality of (two in the example of Fig. 6) bead filler portions 4b1, 4b2. These plurality of bead filler portions 4b1, 4b2 may have different hardnesses, for example. These plurality of bead filler portions 4b1, 4b2 are arranged (stacked) along the tire radial direction, for example.

[0029] The carcass 5 is disposed between the pair of bead cores 4a and extends in a toroidal shape. The carcass 5 is composed of one or more carcass plies 5a. Each carcass ply 5a includes one or more carcass cords and a coating rubber that covers the carcass cords. The carcass cords may be formed of a monofilament or a twisted wire. The carcass cord may be made of organic fibers such as polyester, nylon, rayon, aramid, etc., or may be made of metal (e.g., steel). When the tire 1 is configured as a pneumatic tire for trucks and buses, the carcass cord is preferably made of metal (e.g., steel). When the tire 1 is configured as a pneumatic tire for passenger cars, the carcass cord is preferably made of organic fibers such as polyester, nylon, rayon, aramid, etc. The carcass ply 5a includes a ply body portion 5M located between a pair of bead cores 4a. The carcass ply 5a may further include ply turn-up portions 5T that are turned up around the bead cores 4a from the inner side in the tire width direction to the outer side in the tire width direction from both ends of the ply body portion 5M. However, the carcass ply 5a does not necessarily have to include the ply turn-up portions 5T. The carcass 5 is preferably of a radial structure, but may also be of a bias structure.

[0030] The belt 6 is disposed on the outer side in the tire radial direction with respect to the crown portion of the carcass 5. The belt 6 includes one or more belt layers 6a. Each belt layer 6a includes one or more belt cords and a coating rubber that covers the belt cords. The belt cords can be formed of a monofilament or a twisted wire. The belt cords may be made of a metal (e.g., steel) or an organic fiber such as polyester, nylon, rayon, or aramid.

[0031] The tread rubber 7 is located in the tread portion 1a on the outer side in the tire radial direction of the belt 6. The tread rubber 7 constitutes a tread surface which is the outer surface in the tire radial direction of the tread portion 1a. A tread pattern is formed on the tread surface.

[0032] The side rubber 8 is located in the sidewall portion 1b on the outer side in the tire width direction of the carcass 5. The side rubber 8 constitutes the outer surface in the tire width direction of the sidewall portion 1b. The side rubber 8 is formed integrally with the tread rubber 7.

[0033] The inner liner 9 is disposed on the tire inner side of the carcass 5, and may be laminated on the tire inner side of the carcass 5, for example. The inner liner 9 is made of, for example, a butyl-based rubber having low air permeability. Butyl-based rubber includes, for example, butyl rubber and its derivative, halogenated butyl rubber. The inner liner 9 is not limited to a butyl-based rubber, and may be made of other rubber compositions, resins, or elastomers.

[0034] As shown in FIG. 6, when the tire body 1M (and thus the tire 1) is configured as a pneumatic tire for trucks and buses, the tire body 1M may include a reinforcing member 3 around the bead core 4a. The reinforcing member 3 may be disposed on the opposite side of the carcass 5 from the bead core 4a, as in the example of FIG. 6. The reinforcing member 3 includes one or more reinforcing plies 3a (three in the example of FIG. 6). Each reinforcing ply 3a includes a reinforcing cord. The reinforcing cord may be made of a metal (e.g., steel) or an organic fiber made of polyester, nylon, rayon, aramid, or the like.

[0035] 1 to 2 and 6, a tire main body 1M includes a plurality of turbulence generation ridges F that protrude from a tire outer surface 1ds of a tire side portion 1d, extend along the tire radial direction, and are arranged at intervals along the tire circumferential direction. Between the turbulence generation ridges F, inter-ridge recesses G are defined that are recessed inward in the tire width direction.

[0036] Here, the action and effect of the turbulence generation ridge F will be described with reference to Fig. 5. As shown in Fig. 5, as the tire 1 rotates, an air flow S1 that has been in contact with the tire outer surface 1ds of the tire side portion 1d on which the turbulence generation ridge F is not formed is separated from the tire outer surface 1ds by the turbulence generation ridge F and passes over the turbulence generation ridge F. On the back side of the turbulence generation ridge F, a portion (area) S2 where the air flow stagnates is generated. Then, the air flow S1 reattaches to the tire outer surface 1ds between the next turbulence generation ridge F and is separated again at the next turbulence generation ridge F. At this time, a portion (area) S3 where the air flow stagnates is generated between the air flow S1 and the next turbulence generation ridge F. Here, it is considered that increasing the velocity gradient (speed) on the area where the turbulence S1 comes into contact is advantageous for enhancing the cooling effect. In other words, by providing the turbulence generation ridge F on the tire outer surface 1ds of the tire side portion 1d to generate the fast-flowing air flow S1 and stagnation portions S2, S3, and promoting the generation of turbulence on the tire outer surface 1ds of the tire side portion 1d, the cooling effect of the tire side portion 1d is enhanced.

[0037] Next, the communication device 10 will be described. The communication device 10 may have any configuration as long as it is capable of wireless communication with a predetermined external device (for example, a reader or a reader / writer) outside the tire 1, and the configuration of the communication device 10 is not particularly limited. The communication device 10 preferably includes an RF tag. The RF tag is also called an “RFID tag.” The RF tag is preferably configured as a passive type, but may be configured as an active type. The communication device 10 may have an acceleration sensor that detects the acceleration of the tire 1, an internal pressure sensor that detects the internal pressure of the tire 1, or the like, instead of or in addition to the RF tag.

[0038] 3 and 4 show an example of the communication device 10. 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 covering portion 10f. The RF tag 10e includes an IC chip 10c and an antenna portion 10b. The RF tag 10e is configured as a passive type.

[0039] The IC chip 10c is operated by, for example, a dielectric electromotive force generated by radio waves received by the antenna unit 10b. The IC chip 10c has, for example, a control unit and a storage unit. The storage unit may store any information. For example, the storage unit may store identification information of the tire 1. The identification information of the tire 1 is unique identification information of the tire 1 that can identify each tire, such as the manufacturer, manufacturing plant, and manufacturing date of the tire 1. The storage unit may also store tire history information such as the tire's mileage, the number of sudden braking events, the number of sudden starts, and the number of sharp turns. For example, sensors that detect the tire's internal temperature, tire internal pressure, tire acceleration, and the like may be provided in the tire cavity, and the storage unit may store detection information detected by these sensors. In this case, the RF tag 10e can acquire the detection information of the sensor by wirelessly communicating with the sensor through the antenna unit 10b. The control unit is configured to be able to read information from the storage unit.

[0040] The antenna unit 10b has a pair of antennas 10b1 and 10b2. The pair of antennas 10b1 and 10b2 are respectively connected to ends of the IC chip 10c that are located on the opposite sides to each other. The antenna unit 10b is configured to be capable of transmitting and receiving signals to and from the predetermined external device outside the tire 1. In the example of Figs. 3 and 4, the antennas 10b1 and 10b2 extend linearly, but the antennas 10b1 and 10b2 may extend in any shape, such as a corrugated shape.

[0041] The covering portion 10f covers the entire RF tag 10e and is made of, for example, rubber or resin. In this example, the covering portion 10f has a pair of sheet-like covering members 10f1 and 10f2. The pair of covering members 10f1 and 10f2 are stacked on top of each other with the RF tag 10e sandwiched between them. It is preferable that the pair of covering members 10f1 and 10f2 are fixed to each other by adhesion or the like. However, the covering portion 10f may be composed of a single member. In this example, the covering portion 10f has a rectangular shape in a plan view, but the covering portion 10f may have any shape in a plan view. The communication device 10 does not necessarily have to have the covering portion 10f, that is, it may be composed of only the RF tag 10e.

[0042] The communication device 10 thus configured is configured to be able to receive information transmitted from the specified external device via radio waves or a magnetic field, by the antenna unit 10b. Electric power is generated in the antenna unit 10b of the communication device 10 by rectification (in the case of radio waves) or resonance (in the case of a magnetic field), and the memory unit and control unit of the IC chip 10c perform a specified operation. For example, the control unit reads out information in the memory unit, and returns (transmits) the information via radio waves or a magnetic field from the antenna unit 10b to the specified external device. The specified external device receives the radio waves or magnetic field from the communication device 10. The specified external device can obtain the information stored in the memory unit of the IC chip 10c of the communication device 10 by extracting the received information.

[0043] However, the communication device 10 may have any configuration different from this example.

[0044] The communication device 10 may have a longitudinal direction LD, a transverse direction SD, and a thickness direction TD. The longitudinal direction LD, the transverse direction SD, and the thickness direction TD are perpendicular to each other. As shown in Fig. 3 and Fig. 4, 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 unit 10b. When each of the antennas 10b1, 10b2 of the antenna unit 10b is corrugated, the extending direction of the antenna unit 10b refers to the extending direction of the amplitude center line of the corrugation formed by each of the antennas 10b1, 10b2. In the communication device 10, the thickness direction TD of the communication device 10 refers to the thickness direction of the covering 10f when the communication device 10 has the covering 10f, and refers to the thickness direction of the IC chip 10c when the communication device 10 does not have the covering 10f.

[0045] The length of the longitudinal direction LD of the RF tag 10e is preferably, for example, 20 mm or more, or 50 mm or more, and the length of the longitudinal direction LD of the RF tag 10e is preferably, for example, 100 mm or less, or 70 mm or less. The length of the RF tag 10e in the short side direction SD is preferably, for example, 10 mm or less, or 8 mm or less. The length of the RF tag 10e in the thickness direction TD is preferably, for example, 5 mm or less, or 2 mm or less. When the communication device 10 has the covering portion 10f, the length of the longitudinal direction LD of the communication device 10 is preferably, for example, 30 mm or more, or 60 mm or more. Also, the length of the longitudinal direction LD of the RF tag 10e is preferably, for example, 110 mm or less, or 80 mm or less. When the communication device 10 has the covering portion 10f, the length of the communication device 10 in the short side direction SD is preferably, for example, 20 mm or less, or 15 mm or less. When the communication device 10 has the covering portion 10f, the length of the communication device 10 in the thickness direction TD is preferably, for example, 6 mm or less, or 3 mm or less. The thickness of each of the covering members 10f1 and 10f2 of the covering portion 10f is preferably, for example, 0.5 mm or more, and the thickness of each of the covering members 10f1 and 10f2 of the covering portion 10f is preferably, for example, 1 mm or less.

[0046] In each embodiment described in this specification, the entire communication device 10 is embedded inside the tire side portion 1d of the tire main body 1M as shown in Fig. 1 to Fig. 2 and Fig. 6. The communication device 10 is embedded in a portion of the tire side portion 1d of the tire main body 1M that is outer than the carcass 5 in the tire width direction. In a projection plane ( FIG. 1 ) of the tire side portion 1d in the tire width direction, the communication device 10 overlaps with at least one of the inter-ridge recesses G between the turbulence generation ridges F and the turbulence generation ridges F (in the example of FIG. 1 , the inter-ridge recesses G). Here, the "projection plane of the tire side portion 1d in the tire width direction" refers to the projection plane when the tire side portion 1d is projected in the tire width direction, as in FIG. 1 . The communication device 10 is oriented so that the thickness direction TD of the communication device 10 is substantially along the tire width direction (FIGS. 2 and 6).

[0047] When manufacturing the tire 1, the raw tire constituting the tire main body 1M and the communication device 10 are housed inside a tire molding die and vulcanized.

[0048] Here, the effects of each embodiment described in this specification will be described. First, as described above, in each embodiment described in this specification, as shown in Figs. 1 to 2 and 6, the communication device 10 is embedded inside the tire side portion 1d. Here, generally, metal weakens radio waves between the communication device 10 and the above-mentioned predetermined external device (for example, a reader or a reader / writer), which may reduce the communication between the communication device 10 and the above-mentioned predetermined external device, and may ultimately shorten the communication distance between the communication device 10 and the above-mentioned predetermined external device. On the other hand, in the tire main body 1M, metal (for example, steel) may be used for the carcass 5, belt 6, bead core 4a, reinforcing member 3, etc. And, generally, the tire side portion 1d tends to have a smaller amount of metal than the tread portion 1a. Therefore, by arranging the communication device 10 in the tire side portion 1d, it is possible to improve the communication and increase the communication distance between the communication device 10 and the above-mentioned predetermined external device, compared to the case where the communication device 10 is arranged in the tread portion 1a. As described above, in each embodiment described in this specification, as shown in Figs. 1 to 2 and 6, the tire main body 1M includes a plurality of turbulence generation ridges F, and the communication device 10 is embedded inside the tire side portion 1d of the tire main body 1M, and in a projection plane (Fig. 1) of the tire side portion 1d in the tire width direction, the communication device 10 overlaps at least one of the inter-ridge recesses G between the turbulence generation ridges F and the turbulence generation ridges F. This allows the heat generated by the communication device 10 to be effectively dissipated by the turbulence generation ridges F, thereby suppressing thermal deterioration of the communication device 10 and thereby improving the durability of the communication device 10. In addition, the turbulence generation ridges F distribute distortion of the tire side portion 1d during the rolling of the tire 1, thereby reducing the load on the communication device 10 and improving the durability of the communication device 10.

[0049] In each embodiment described in this specification, as in the example of FIG. 1, it is preferable that the entire communication device 10 is located inside the inter-protrusion recess G on the tire width direction projection surface (FIG. 1) of the tire side portion 1d. In this way, when the tire side portion 1d collides with an external obstacle, the turbulent flow generating protrusion F can receive the impact (and thus external damage) from the obstacle, and the communication device 10 at the position corresponding to the inter-protrusion recess G can be more reliably protected from external damage. In this case, the gauge of the side rubber 8 covering the outer side of the communication device 10 in the tire width direction is thin, so that the communication performance can be improved accordingly. That is, the side rubber 8 contains carbon, and generally, carbon weakens the radio wave between the communication device 10 and the specified external device (for example, a reader or a reader / writer), which may reduce the communication performance between the communication device 10 and the specified external device, and may ultimately shorten the communication distance between the communication device 10 and the specified external device. Therefore, a thin gauge of the side rubber 8 covering the communication device 10 leads to improved communication performance.

[0050] In each embodiment described in this specification, the direction (orientation) of the communication device 10 is arbitrary, but from the viewpoint of durability of the communication device 10, it is preferable that the communication device 10 is oriented so that the longitudinal direction LD of the communication device 10 is approximately along the tire circumferential direction, as in the example of Fig. 1. However, the communication device 10 may be oriented so that the lateral direction LD of the communication device 10 is approximately along the tire circumferential direction.

[0051] In each embodiment described in this specification, it is preferable that the communication device 10 is disposed in the sidewall portion 1b as in each embodiment of Fig. 2 and Fig. 6. In general, the sidewall portion 1b tends to have a smaller amount of metal than the bead portion 1c. Therefore, by disposing the communication device 10 in the sidewall portion 1b, it is possible to improve communication performance and increase the communication distance between the communication device 10 and the above-mentioned specified external device, compared to the case where the communication device 10 is disposed in the bead portion 1c.

[0052] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for passenger cars (FIG. 2), the tire radial outer end 10u of the communication device 10 (more preferably, the entire communication device 10) is preferably located radially outward of the tire radial outer end of the bead core 4a, and more preferably located radially outward of the tire radial center of the bead filler 4b, for example, is preferably located radially outward of the tire radial outer end 4bu of the bead filler 4b.

[0053] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for passenger cars (FIG. 2), and when the communication device 10 is disposed in the sidewall portion 1b as described above, it is preferable that the tire radial outer end 10u of the communication device 10 is located radially inward of the tire radial outer end 5e of the ply folded-up portion 5T of the carcass 5, as in the example of FIG. 2. This improves communication performance, makes it possible to increase the communication distance between the communication device 10 and the above-mentioned predetermined external device, and allows the communication device 10 to be disposed in a portion of the tire main body 1M that is relatively less distorted when the tire 1 rolls, etc., thereby improving the durability of the communication device 10 and therefore the tire 1. The distance in the tire radial direction between the tire radial outer end 10u of the communication device 10 and the tire radial outer end 5e of the ply turned-up portion 5T of the carcass 5 is preferably 3 to 30 mm, and more preferably 5 to 15 mm.

[0054] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for passenger cars (FIG. 2), it is preferable that the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5 is located radially outward of the tire radial outer end 4bu of the bead filler 4b, as in the example of FIG. 2. However, the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5 may be located at the same tire radial position as the tire radial outer end of the bead filler 4b, or further inward in the tire radial direction.

[0055] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for passenger cars (FIG. 2), the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5 may be located radially outward of the tire maximum width position of the tire main body 1M, may be located at the same tire radial position as the tire maximum width position of the tire main body 1M, or may be located radially inward of the tire maximum width position of the tire main body 1M. Here, the "tire maximum width position of the tire main body 1M" refers to the tire radial position where the dimension of the tire main body 1M in the tire width direction is maximum.

[0056] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for passenger cars (Figure 2), as in the example of Figure 2, it is preferable that the communication device 10 contacts the outer surface of the carcass 5 in the tire width direction, and it is more preferable that the communication device 10 contacts the outer surface of the ply fold-up portion 5T of the carcass 5 in the tire width direction.

[0057] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is located radially outward of the tire radial outer end of the bead core 4a. This improves communication performance and makes it possible to increase the communication distance between the communication device 10 and the above-mentioned specified external device.

[0058] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is located radially outward of the tire radial outer end 5e of the ply folded-up portion 5T of the carcass 5. This improves communication performance, makes it possible to increase the communication distance between the communication device 10 and the above-mentioned predetermined external device, and allows the communication device 10 to be disposed in a portion of the tire main body 1M that is relatively less distorted when the tire 1 rolls, etc., thereby improving the durability of the communication device 10 and therefore the tire 1. Here, "the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5" refers to the tire radial outer end of the ply turn-up portion 5T of each carcass ply 5a of the carcass 5 that is located outermost in the tire radial direction.

[0059] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is located radially outward of the tire radial outer end 3u of the reinforcing member 3. This improves communication performance, makes it possible to increase the communication distance between the communication device 10 and the above-mentioned predetermined external device, and allows the communication device 10 to be disposed in a portion of the tire main body 1M that is relatively less distorted when the tire 1 rolls, etc., thereby improving the durability of the communication device 10 and therefore the tire 1. Here, "the tire radially outer end 3u of the reinforcing member 3" refers to the tire radially outer end that is located outermost in the tire radial direction among the tire radially outer ends of each reinforcing ply 3a of the reinforcing member 3.

[0060] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is located in the tire radial direction inside the tire radial outer end 4bu of the bead filler 4b. This improves communication performance, makes it possible to increase the communication distance between the communication device 10 and the above-mentioned predetermined external device, and allows the communication device 10 to be disposed in a portion of the tire main body 1M that is relatively less distorted when the tire 1 rolls, etc., thereby improving the durability of the communication device 10 and therefore the tire 1. The distance in the tire radial direction between the tire radial center 10m of the communication device 10 and the tire radial outer end 4bu of the bead filler 4b is preferably 1 to 30 mm, and more preferably 5 to 15 mm.

[0061] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5 is located radially inward of the tire radial outer end 4bu of the bead filler 4b, but the tire radial outer end 5e of the ply turn-up portion 5T of the carcass 5 may be located at the same tire radial position as the tire radial outer end 4bu of the bead filler 4b or further outward in the tire radial direction.

[0062] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial outer end 3u of the reinforcing member 3 is located radially inward of the tire radial outer end 4bu of the bead filler 4b, but the tire radial outer end 3u of the reinforcing member 3 may be located at the same tire radial position as the tire radial outer end 4bu of the bead filler 4b or further outward in the tire radial direction.

[0063] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), the tire radial outer end 5e of the ply fold-up portion 5T of the carcass 5 may be located radially inward of the tire maximum width position of the tire main body 1M, as in the example of FIG. 6, or may be located at the same radial position as the tire maximum width position of the tire main body 1M, or may be located radially outward of the tire maximum width position of the tire main body 1M. Here, the "maximum tire width position of the tire main body 1M" refers to the tire radial direction position where the dimension of the tire main body 1M in the tire width direction is maximum.

[0064] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), the tire radial outer end 3u of the reinforcing member 3 may be located radially inward of the tire maximum width position of the tire main body 1M, as in the example of FIG. 6, may be located at the same tire radial position as the tire maximum width position of the tire main body 1M, or may be located radially outward of the tire maximum width position of the tire main body 1M.

[0065] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the tire radial center 10m of the communication device 10 (more preferably, the entire communication device 10) is located radially inward of the maximum tire width position of the tire main body 1M. This improves communication performance, makes it possible to increase the communication distance between the communication device 10 and the above-mentioned specified external device, and allows the communication device 10 to be disposed in a portion of the tire main body 1M that is relatively less distorted when the tire 1 rolls, etc., thereby improving the durability of the communication device 10 and therefore the tire 1.

[0066] In each embodiment described in this specification, when the tire 1 is configured as a pneumatic tire for trucks and buses (FIG. 6), it is preferable that the communication device 10 contacts the outer surface of the bead filler 4b in the tire width direction, as in the example of FIG. 6.

[0067] In each embodiment described in this specification, the maximum width of the turbulent flow generation ridges F in the tire circumferential direction is preferably 4.7 to 7.1 mm. This can further improve the durability of the communication device 10.

[0068] In each embodiment described in this specification, the length of the turbulence generation ridge F in the tire radial direction is preferably 8 to 30 mm. This can further improve the durability of the communication device 10.

[0069] In each embodiment described in this specification, the maximum distance between the turbulence generation ridges F in the tire circumferential direction (ie, the maximum length of the inter-ridge recesses G in the tire circumferential direction) is preferably 10 to 25 mm. This can further improve the durability of the communication device 10.

[0070] Various modified examples of the turbulent flow generation ridges F will be described below with reference to Figs. 7 to 9 are drawings for explaining a tire 1 according to a third embodiment of the present invention. FIGS. 10 to 12 are drawings for explaining a tire 1 according to a fourth embodiment of the present invention. FIGS. 13 to 15 are drawings for explaining a tire 1 according to a fifth embodiment of the present invention. FIGS. 16 to 17 are drawings for explaining a tire 1 according to a sixth embodiment of the present invention. FIGS. 18 to 21 are drawings for explaining a tire 1 according to a seventh embodiment of the present invention. The embodiments of FIGS. 7 to 21 have different configurations of the turbulent flow generation ridges F. However, in the embodiments of FIGS. 7 to 21, as in the embodiments described above with reference to FIGS. 1 to 6, the tire main body 1M includes a plurality of turbulent flow generation ridges F that protrude from the tire outer surface 1ds of the tire side portion 1d, extend along the tire radial direction, and are arranged at intervals along the tire circumferential direction. Between the turbulent flow generation ridges F, inter-ridge recesses G recessed toward the inner side in the tire width direction are defined. For the sake of simplicity, the communication device 10 is omitted from illustration in Fig. 7 to Fig. 21. However, in each of the embodiments in Fig. 7 to Fig. 21, the tire 1 is also provided with the communication device 10, which is embedded inside the tire side portion 1d of the tire main body 1M, and the communication device 10 overlaps at least one of the inter-projection recesses G between the turbulent flow generation ridges F and the turbulent flow generation ridges F on a projection plane of the tire side portion 1d in the tire width direction.

[0071] Hereinafter, a tire 1 according to a third embodiment of the present invention will be described with reference to FIGS. In the tire 1 of the third embodiment, the turbulence generation protrusions F have a plurality of uneven surfaces formed on the tops thereof, the uneven surfaces extending in the tire radial direction while undulating in the tire width direction.

[0072] As shown in Fig. 7, the tire side portion 1d is provided with turbulent flow generation ridges 20(F). The turbulent flow generation ridges 20(F) extend in the tire radial direction and protrude outward in the tire width direction. Also, as shown in Fig. 7, a plurality of turbulent flow generation ridges 20(F) (eight in this embodiment) are closely arranged along the circumferential direction to form one turbulent flow generation ridge group, and five turbulent flow generation ridge groups are provided intermittently along the circumferential direction.

[0073] FIG. 8 is an enlarged perspective view showing the turbulent flow generation ridges according to this embodiment, and FIG. 9 is a front view of FIG. 8 as seen from the tire circumferential direction.

[0074] As shown in these figures, the turbulence generating protrusion 20 is defined by a bottom wall surface 21 provided at the inner end in the tire radial direction RD, a pair of side wall surfaces 22, 22 provided on both sides in the tire circumferential direction CD, and an apex 23 provided on the outer side in the tire width direction.

[0075] The side wall surface 22 extends flat along the tire radial direction, and the pair of side wall surfaces 22, 22 are disposed at a predetermined distance from each other.

[0076] The peak 23 is formed on an uneven surface 24 that repeatedly rises and falls in the tire width direction. Specifically, one uneven portion 25 constituting the uneven surface 24 is formed to have a substantially triangular cross section, and is made up of a first inclined surface (ascending surface) 26 that inclines outward in the tire width direction as it approaches the tire radially outward (upper side of the paper in Figs. 8 and 9), and a second inclined surface (descending surface) 27 that inclines inward in the tire width direction as it approaches the tire radially outward (upper side of the paper in Figs. 8 and 9). The uneven portions 25 are formed in a plurality of successive positions along the tire radial direction on the peak 23 of the turbulent flow generation protrusion 20, so that the peak 23 is formed on the uneven surface 24.

[0077] 9, the boundary between the second inclined surface 27 and the first inclined surface 26 adjacent to the second inclined surface 27 forms a valley point 28, and the cross-sectional shape of the valley point 28 is curved with a small radius of curvature. Similarly, the cross-sectional shape of the apex 29 where the first inclined surface 26 transitions to the second inclined surface 27 is also curved with a small radius of curvature.

[0078] The height of the uneven surface 24, i.e., the distance in the tire width direction between the peaks 29 and the surface of the tire side portion 1d, is defined as H1. Meanwhile, the height of the valley points 28, i.e., the distance in the tire width direction between the valley points 28 and the surface of the tire side portion 1d, is defined as H2. Here, the undulating height of the uneven surface 24 is (H1-H2), and the height of the turbulent flow generation ridges 20 is H1. The undulating height (H1-H2) of the uneven surface 24 is preferably 20% to 70% of the height H1 of the turbulent flow generation ridges 20.

[0079] In the third embodiment, a plurality of uneven surfaces 24 extending along the tire radial direction while undulating in the tire width direction are formed on the top portion of the turbulence generation protrusion 20(F).

[0080] Therefore, compared to a turbulent flow generating protrusion having a flat top, the turbulent flow generating protrusion 20 (F) having the uneven surface 24 according to this embodiment generates a larger turbulent flow S1 (FIG. 5), and therefore the effect of cooling the tire side portion 1d is increased. In addition, in the case of a turbulent flow generating protrusion having a flat top, the air that has accumulated at the top of the protrusion in the tire molding die moves easily without resistance when the tire is vulcanized, so that a bare (air pocket) may easily occur. However, according to the third embodiment, the air that has accumulated at the top of the protrusion 20 in the tire molding die does not move easily when the tire is vulcanized, so that a bare is less likely to occur, and even if a bare does occur, it is less noticeable due to the uneven surface 24 at the top, so that the deterioration of the appearance due to the bare can be suppressed. Note that, in order to increase the turbulence and improve the cooling effect of the tire side portion 1d, it is preferable to have a large number of unevennesses.

[0081] It is preferable that the undulating height (H1-H2) of the uneven surface 24 is 20% to 70% of the height H1 of the turbulent flow generation ridges 20. In this manner, by restricting the undulating height (H1-H2) of the uneven surface 24 to a predetermined value, the occurrence of bare spots can be further suppressed.

[0082] The uneven surface 24 has a cross-sectional shape of approximately triangular shapes arranged continuously in the tire radial direction, and has a relatively simple shape, which has the effect of simplifying the structure of the tire molding die.

[0083] Hereinafter, a tire 1 according to a fourth embodiment of the present invention will be described with reference to FIGS. In the tire 1 of the fourth embodiment, the tire side portion 1d is formed of a rubber material and includes a first rigidity portion in which a first rubber material having a predetermined rigidity is used, and a second rigidity portion in which a second rubber material having a rigidity higher than the predetermined rigidity is used, and the turbulence generation protrusion F is provided only on the first rigidity portion.

[0084] As shown in FIG. 11, the tire side portion 1d includes a low-rigidity portion 61 (first rigidity portion) and a high-rigidity portion 62 (second rigidity portion). The low-rigidity portion 61 uses a first rubber member formed of a rubber member and having a predetermined rigidity. In this embodiment, the first rubber member is a portion (hereinafter referred to as a side rubber portion 60A) of the side rubber 8 of the tire side portion 1d, which is located from the ground contact edge 51 located at the outermost position in the tread width direction when the tread portion 1a contacts the road surface to the tire radial direction outer end 4bu of the bead filler 4b. For example, the side rubber portion 60A uses a rubber having a Young's modulus of 5 to 7 MPa (at 25°C).

[0085] A second rubber member having a higher rigidity than the first rubber member, i.e., the side rubber portion 60A, is used for the high rigidity portion 62. In this embodiment, the second rubber member is the bead filler 4b. For example, it is preferable that the bead filler 4b is made of rubber having a Young's modulus of 50 to 500 MPa, particularly 110 to 130 MPa (at 25°C).

[0086] Here, the temperature dependency of the bead filler 4b is greater than the temperature dependency of the side rubber portion 60A. Temperature dependency refers to the property of changing the rigidity of a tire constituent member according to a change in temperature of the tire constituent member. In this embodiment, the rigidity of the bead filler 4b is greater than that of the side rubber portion 60A, so that the temperature dependency of the bead filler 4b is greater than that of the side rubber portion 60A. That is, as shown in FIG. 12, the amount of change in rigidity of the bead filler 4b due to a temperature change (U1) is greater than the amount of change in rigidity of the side rubber portion 60A due to a temperature change (U2).

[0087] At least a part of such a tire side portion 1d is provided with a turbulent flow generating protrusion 70(F) extending along the tire radial direction RD.

[0088] 10 and 11, the turbulent flow generation ridges 70 protrude from the surface of the tire side portion 1d. The cross-sectional shape of the turbulent flow generation ridges 70 perpendicular to the extending direction is rectangular.

[0089] The turbulence generation ridges 70 are provided only in the low rigidity portion 61, i.e., only in the side rubber portion 60A. Specifically, the turbulence generation ridges 70 are provided only in the region from the ground contact edge 51 to the tire radial direction outer end 4bu of the bead filler 4b. In other words, the turbulence generation ridges 70 are provided at positions that do not overlap with the bead filler 4b in the tire width direction.

[0090] The cross-sectional shape of the turbulent flow generation ridge 70 does not necessarily have to be rectangular, and may be various shapes such as trapezoidal, semicircular, etc. Also, the turbulent flow generation ridge 70 only needs to be provided within the region from the ground contact edge 51 to the tire radial outer end 4bu of the bead filler 4b, and may be divided into multiple parts.

[0091] For example, if turbulent flow generating ridges are provided on the entire surface of the tire side portion, the entire surface of the tire side portion is cooled by the turbulent flow generating ridges. However, when the temperature of the entire tire side portion drops, as shown in FIG. 12, the rigidity difference (d2) between the rigidity of the bead filler (e.g., T1) and the rigidity of the side rubber portion (e.g., T2') becomes large. Therefore, the bead filler becomes less likely to bend (deform), and the tire side portion bends more. As a result, distortion tends to concentrate at the end 6e of the belt 6 in the tire width direction (hereinafter, the belt end 6e), which may cause separation at the belt end 6e.

[0092] Therefore, in the fourth embodiment, the turbulence generation ridges 70 are provided only on the low rigidity portions 61 (side rubber portions 60A). In other words, the turbulence generation ridges 70 do not overlap in the tire width direction with the high rigidity portions 62 (bead fillers 4b) that have higher rigidity than the side rubber portions 60A. Therefore, the turbulence generated by the turbulence generation ridges 70 as the tire 1 rotates cools only the side rubber portions 60A.

[0093] The side rubber portion 60A is cooled by the turbulent flow, so its temperature does not easily rise and its rigidity does not easily decrease. On the other hand, the bead filler 4b, which is more temperature-dependent than the side rubber portion 60A, is not cooled by the turbulent flow, so its temperature rises and its rigidity gradually decreases. Therefore, as shown in FIG. 12, the difference in rigidity between the side rubber portion 60A and the bead filler 4b becomes smaller in a predetermined temperature range R as the rigidity of the bead filler 4b gradually decreases.

[0094] Therefore, as shown in FIG. 12, for example, in the tire temperature range (predetermined temperature range R) when a vehicle is traveling at ultra-high speed, the rigidity difference (d1) between the rigidity of the side rubber portion 60A (e.g., T1) and the rigidity of the bead filler 4b (e.g., T2) can be reduced, so that the bead filler 4b is more likely to bend in accordance with the side rubber portion 60A.

[0095] This prevents concentration of distortion (deformation) at the belt end 6e due to the difference in rigidity between the side rubber portion 60A and the bead filler 4b in the tire temperature range when the vehicle is traveling at high speed, and as a result, separation at the belt end 6e can be reliably suppressed.

[0096] In addition, since the turbulence generation ridges 70 do not overlap in the tire width direction with the high-rigidity portion 62 (bead filler 4b) having higher rigidity than the side rubber portion 60A, the thickness of the side rubber portion 60A on the tire width direction outer side of the bead filler 4b is not increased by the turbulence generation ridges protruding from the surface of the tire side portion. Therefore, even when the vehicle is traveling at ultra-high speeds, the side rubber portion 60A and the bead filler 4b bend together reliably, and concentration of distortion at the belt end 6e can be reliably suppressed.

[0097] Hereinafter, a tire 1 according to a fifth embodiment of the present invention will be described with reference to FIGS. In the tire 1 of the fifth embodiment, the turbulence generating ridge F has a circumferential length, i.e., a ridge width, which varies in the radial direction of the tire and becomes wider toward the outer end of the ridge, which is located on the radially outer side of the tire, and the height of the turbulence generating ridge F relative to the tire outer surface 1ds of the tire side portion 1d varies in the radial direction of the tire and is formed so as to gradually decrease toward the outer end of the ridge.

[0098] The multiple turbulence generation ridges 110(F) protrude from the tire outer surface 1ds of the tire side portion 1d, extend along the tire radial direction, and are arranged at intervals along the tire circumferential direction. As shown in Fig. 13, the turbulence generation ridges 110 are arranged radially around the tire rotation axis on the tire outer surface 1ds of the tire side portion 1d.

[0099] The turbulent flow generating protrusion 110 is a long projection for generating or promoting turbulent flow on the tire outer surface of the tire side portion 1d when the tire 1 rotates. As shown in FIG. 15, the protrusion outer end 111, which is the outer end in the tire radial direction of the turbulent flow generating protrusion 110, is formed with an inclination such that the height 110H gradually decreases toward the end edge. The tire width direction outer side surface (surface seen from the tire side surface side) of the turbulent flow generating protrusion 110 at the protrusion outer end 111 is continuous with the tire outer surface 1ds of the tire side portion 1d so as to be flush with the tire outer surface 1ds. As shown in FIG. 15, the maximum angle 1θ1 formed between the tire width direction outer side surface of the turbulent flow generating protrusion 110 at the protrusion outer end 111 and the tire outer surface 1ds of the tire side portion is set to be 25 degrees or less. Specifically, in this embodiment, it is about 22 degrees.

[0100] In addition, the ridge inner end 112, which is the inner end in the tire radial direction of the turbulence generating ridge 110, is raised from the bead portion 1c and is formed so as to be flush with the tire outer surface 1ds extending in the tire radial direction from the rim guard and to be smoothly continuous with the tire outer surface 1ds.

[0101] Letters and symbols for communicating information are provided on the outer side in the tire radial direction of the turbulence generation rib 110. These letters and symbols are protrusions 130 that protrude beyond the tire side portion 1d. These protrusions 130 also generate turbulence in the fluid passing through the tire side portion 1d, thereby providing a cooling effect for the tire side portion 1d.

[0102] The radial length 110L (FIG. 14) of the turbulence generation ridge 110 in the tire radial direction is, for example, 12 mm. The maximum height 110H (FIG. 15) of the turbulence generation ridge 110 relative to the tire outer surface 1ds of the tire side portion 1d is, for example, 0.7 mm. The length 130L of the protrusion 130 in the tire radial direction is, for example, 10 mm.

[0103] In this embodiment, as shown in Fig. 14, adjacent turbulence generation ridges 110 are spaced apart at a predetermined distance. The ridge width of the turbulence generation ridges 110 varies so as to widen toward the outside in the tire radial direction (the tread portion 1a side). The distance 1P (Fig. 14) between the turbulence generation ridges 110 is, for example, 11 mm.

[0104] For example, the turbulence generation ridges 110 have a ridge width 111W (FIG. 14) of 4.665 to 7.141 mm and a ridge width 112W (FIG. 14) of 1.202 to 1.454 mm. The ridge width 111W of the ridge outer end 111 and the ridge width 112W of the ridge inner end 112 can be adjusted as appropriate for each tire size.

[0105] Specifically, for example, the ridge width 111W of the ridge outer end 111 of a 225 / 50F17 tire is 7.141 mm, the ridge width 112W of the ridge inner end 112 is 1.202 mm, and the ratio of the ridge width 111W of the ridge outer end 111 to the ridge width 112W of the ridge inner end 112 is 5.941. The ridge width 111W of the ridge outer end 111 of a 225 / 45F17 tire is 5.378 mm, the ridge width 112W of the ridge inner end 112 is 1.454 mm, and the ratio of the ridge width 111W of the ridge outer end 111 to the ridge width 112W of the ridge inner end 112 is 3.699. The ridge width 111W of the ridge outer end 111 of the 245 / 40F18 tire is 4.665 mm, the ridge width 112W of the ridge inner end 112 is 1.346 mm, and the ratio of the ridge width 111W of the ridge outer end 111 to the ridge width 112W of the ridge inner end 112 is 3.466. The ridge width 111W of the ridge outer end 111 of the 225 / 50F16 tire is 6.844 mm, the ridge width 112W of the ridge inner end 112 is 1.392 mm, and the ratio of the ridge width 111W of the ridge outer end 111 to the ridge width 112W of the ridge inner end 112 is 4.917.

[0106] The ridge width 111W is configured to be 25% or more of the spacing 1P between the turbulent flow generation ridges 110. Specifically, the ridge width 111W of the ridge outer end 111 is 50% or more of the spacing 1P between adjacent turbulent flow generation ridges 110. The adjacent turbulent flow generation ridges 110 are configured not to be adjacent to each other. The spacing 1P between the turbulent flow generation ridges 110 is defined as the distance between the points dividing the width of the turbulent flow generation ridges 110 in the tire circumferential direction in half.

[0107] The shapes of both sides of the turbulent flow generation ridges along the longitudinal direction are different between one side and the other side. The shape of one side is substantially parallel to the longitudinal direction and substantially linear. The shape of the other side has a gently sloping portion 113 substantially parallel to the one side, and a steeply sloping portion 114 that is more inclined with respect to the longitudinal direction than the gently sloping portion 113. The steeply sloping portion 114 is located near the outer ridge end 111. Thus, the turbulent flow generation ridges 110 have a larger width toward the outer ridge end 111.

[0108] Of widthwise ends 111A and 111B which are ends in the tire circumferential direction of the protrusion outer end 111 of the turbulence generation protrusion 110, one widthwise end 111A is formed so that an angle 1θ3 between a circumferential side 1E1 extending in the tire circumferential direction and a radial side 1E2 extending in the tire radial direction intersects with 90 degrees or less. With this configuration, at least one end in the tire circumferential direction of the protrusion outer end is 90 degrees or less, i.e., an acute angle, making it easier to remove from the molding die during production and easier for air to escape to the tire surface during vulcanization, effectively suppressing the occurrence of bare spots during production and reducing the possibility of poor shape and appearance.

[0109] According to the tire 1 of the fifth embodiment, the tire side portion 1d is provided with the turbulence generation ridges 110, which makes it possible to reduce the temperature of the tire side portion 1d by the turbulence generation ridges 110. Also, the height of the ridge outer ends 111 of the turbulence generation ridges 110 gradually decreases toward the surface of the tire side portion, which reduces the occurrence of chipping or breaking of the turbulence generation ridges 110 and reduces the occurrence of bare areas when the raw tire is vulcanized in a tire molding die.

[0110] Furthermore, since the ridge width 111W at the outer ridge end 111 of the turbulence generating ridge 110 is 2.0 times or more the ridge width 112W at the inner ridge end 112 of the turbulence generating ridge 110, a sufficient temperature reduction effect can be obtained while avoiding the problem of heat accumulation.

[0111] Furthermore, the maximum angle 1θ1 between the outer side surface of the turbulence generation ridge 110 in the tire width direction and the tire outer surface 1ds of the tire side portion is 25 degrees or less (for example, approximately 22 degrees). Therefore, when the raw tire is vulcanized in a tire molding mold during production, the occurrence of chipping or breaking in the outer end portion 111 of the turbulence generation ridge 110 is reduced, and bare spots are also less likely to occur.

[0112] Furthermore, the ridge width 111W is 25% or more of the spacing 1P between the turbulence generating ridges 110, and adjacent turbulence generating ridges 110 are not connected to each other, so that the turbulence diffusion effect is effectively exerted while avoiding the temperature rise due to heat accumulation caused by a ridge width that is too large and the loss of rigidity caused by a ridge width that is too narrow, thereby achieving both the heat accumulation suppression function and the turbulence promotion function (cooling function).

[0113] The width end 111A of the protrusion outer end 111 of the turbulence generation protrusion 110 is formed so that the angle 1θ3 between the circumferential side 1E1 extending in the tire circumferential direction and the radial side 1E2 extending in the tire radial direction intersects is 90 degrees or less. This makes it easier to remove from the molding die during production and allows air to escape to the tire surface during vulcanization, effectively suppressing the occurrence of bare spots during production and reducing the possibility of poor shape or appearance. The inner ridge end 112 of the turbulence generating ridge 110 is continuous and flush with the tire outer surface 1ds, thereby improving the rigidity of the inner ridge end 112 and suppressing damage such as chipping and breaking, and also suppressing the occurrence of bare spots during manufacturing, thereby reducing the possibility of poor shape and appearance.

[0114] Hereinafter, a tire 1 according to a sixth embodiment of the present invention will be described with reference to FIGS. In the tire 1 of the sixth embodiment, the tire side portion 1d is provided with a first region in which a plurality of turbulence generation ridges F are arranged adjacent to each other, and a second region which is arranged to overlap at least partially with the first region in the tire circumferential direction and in which no turbulence generation ridges F are arranged, and the second region is formed with a protrusion protruding from the tire outer surface 1ds of the tire side portion 1d, the protrusion being in the shape of letters and symbols that display information, or in the shape of a pattern or design that displays a design, and the height of the protrusion from the tire outer surface 1ds of the tire side portion 1d is 50% to 100% of the height of the turbulence generation ridges F from the tire outer surface 1ds of the tire side portion 1d.

[0115] As shown in Fig. 16, the tire outer surface 1ds of the tire side portion 1d is provided with a first region 2R1 in which a plurality of turbulent flow generation ridges 210(F) are arranged adjacent to each other, and a second region 2R2 in which the turbulent flow generation ridges 210(F) are not 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 arranged to overlap each other in the tire circumferential direction.

[0116] The multiple turbulence generation ridges 210 protrude from the tire outer surface 1ds of the tire side portion 1d, extend along the tire radial direction, and are arranged at intervals along the tire circumferential direction. As shown in FIG. 16, the turbulence generation ridges 210 are arranged radially on the tire outer surface 1ds of the tire side portion 1d with the tire rotation axis as the center. Each turbulence generation ridge 210 extends such that its longitudinal direction is along the tire radial direction. The cross section of the turbulence generation ridge 210 in the tire circumferential direction is formed in a rectangular shape. The turbulence generation ridge 210 is a long protrusion for generating or promoting turbulence on the tire outer surface 1ds of the tire side portion 1d when the tire 1 rotates.

[0117] The multiple protrusions 220 protrude from the tire outer surface 1ds of the tire side portion 1d and are arranged at intervals along the tire circumferential direction. As shown in Fig. 16, the protrusions 220 are in the shape of characters that can be recognized when viewed from the outside of the tire side portion 1d, and display predetermined information. The cross section of the protrusions 220 in the tire circumferential direction is formed in a rectangular shape. The protrusions 220 generate or promote turbulence on the outer peripheral surface of the tire side portion 1d when the tire 1 rotates.

[0118] The protruding portions 230 protrude from the tire outer surface 1ds of the tire side portion 1d. The protruding portions 230 are arranged at intervals along the tire circumferential direction on the tire radially inner side of the protruding portion 220. The protruding portions 230 generate or promote turbulent flow on the outer peripheral surface of the tire side portion 1d when the tire 1 rotates. As shown in FIG. 16, the protruding portions 230 are arranged radially on the tire outer surface 1ds of the tire side portion 1d with the tire rotation axis as the center.

[0119] Each protrusion 230 extends such that its length is parallel to the tire radial direction. The cross section of each protrusion 230 in the tire circumferential direction is substantially rectangular. The pitch of the protrusions 230 in the tire circumferential direction is the same as the pitch 2P of the turbulent flow generation ridges 210 in the tire circumferential direction.

[0120] In this way, by arranging the turbulence generating protrusions 210(F) in the first region 2R1 and arranging the protrusions 230 and the protrusions 220 in the second region 2R2, turbulence can be generated or promoted around the entire tire outer surface 1ds of the tire side portion 1d, thereby effectively reducing the tire temperature.

[0121] Here, the mechanism of turbulence generation will be explained. As the tire 1 rotates, the air flow S1 that has been in contact with the tire outer surface 1ds of the tire side portion 1d on which the turbulence generation ridges 210 and the protrusions 220 are not formed is separated from the tire outer surface 1ds by the turbulence generation ridges 210 and the protrusions 220 and passes over the turbulence generation ridges 210 and the protrusions 220. On the back side of the turbulence generation ridges 210 and the protrusions 220, a portion (area) S2 where the air flow stagnates is generated.

[0122] Then, the air flow S1 reattaches to the bottom between the next turbulence generation rib 210 or protrusion 220, and is separated again by the next turbulence generation rib 210 or protrusion 220. At this time, a portion (area) S3 where the air flow stagnates is generated between the air flow S1 and the next turbulence generation rib 210. Here, it is considered that increasing the velocity gradient (velocity) on the area where the turbulence S1 contacts is advantageous for enhancing the cooling effect. In other words, the turbulence generation rib 210 or protrusion 220 is provided on the tire outer surface 1ds of the tire side portion 1d to generate the air flow S1 with a high flow rate and the stagnation portions S2 and S3, thereby promoting the generation of turbulence on the tire outer surface 1ds of the tire side portion 1d, thereby enhancing the cooling effect of the tire side portion 1d.

[0123] In addition, the protrusion 230 on the tire radial inner side of the tire side portion 1d also contributes to heat dissipation on the tire radial outer side. Specifically, because an air flow from the tire radial inner side to the tire radial outer side occurs due to the influence of centrifugal force when the tire 1 rotates, the protrusion 230 provided on the tire radial inner side also contributes to heat dissipation on the tire radial outer side. By providing the turbulence generation rib 210 and the protrusion 230 at least on the tire radial inner part of the tire side portion 1d, heat dissipation is promoted not only in the tire radial inner part but also in the tire radial outer part, and the cooling effect of the entire tire outer surface 1ds of the tire side portion 1d can be efficiently improved.

[0124] In the tire 1 of this embodiment, the height 210H of the turbulent flow generation ridge 210 from the tire outer surface 1ds is, for example, 0.7 mm. The height 220H of the protrusion 220 from the tire outer surface 1ds is, for example, 0.6 mm. The height 220H of the protrusion 220 is preferably within a range of 50% to 100% of the height 210H of the turbulent flow generation ridge 210, for example, 86%. If the height 220H of the protrusion 220, the height 210H of the turbulent flow generation ridge 210, and the height 230H of the protrusion 230 are too large, it becomes difficult to follow the deformation of the tire side portion during rolling, and when repeatedly deformed, distortion is concentrated especially at the base of the turbulent flow generation ridge, which may make cracks more likely to occur.

[0125] On the other hand, if the height 220H of the protrusion 220 is too small compared to the height 210H of the turbulent flow generation ridge 210, i.e., if it is less than 50% of the height 210H of the turbulent flow generation ridge 210, the visibility of the characters may decrease and the turbulent flow generation effect may not be sufficiently obtained. Therefore, it is desirable that the height 220H of the protrusion 220 is within a range of 50% to 100% of the height 210H of the turbulent flow generation ridge 210.

[0126] Moreover, the protrusion 220 is disposed so as to overlap in the tire circumferential direction with the outer end 210X in the tire radial direction of the turbulent flow generation ridge 210. That is, the protrusion 220 is disposed on an imaginary line 2C1 extending in the tire circumferential direction and passing through the outer end 210X of the turbulent flow generation ridge 210. The outer end 220X of the protrusion 220 is disposed outward in the tire radial direction from the outer end 210X of the turbulent flow generation ridge 210, and the length 221L ( FIG. 16 ) in the tire radial direction between the outer end 220X of the protrusion 220 and the outer end 210X of the turbulent flow generation ridge 210 is, for example, 6.4 mm.

[0127] The length 221L (FIG. 16) in the tire radial direction between the outer end 220X of the protrusion 220 and the outer end 210X of the turbulent flow generation ridge 210 is preferably 2 to 8 mm. The distance in the tire radial direction between the protrusion 230 and the protrusion 220 is preferably about 1.5 to 3 mm, and more preferably 2 mm. The distance between the turbulent flow generation ridge 210 and the protrusion 220 in the circumferential direction is preferably about 6 to 12 mm.

[0128] Moreover, an inner end 230Y in the tire radial direction of the protrusion 230 is arranged to overlap in the tire circumferential direction with an inner end 210Y in the tire radial direction of the turbulence generation ridge 210. In other words, the protrusion 230 is arranged on an imaginary line 2C2 extending in the tire circumferential direction and passing through the inner end 210Y of the turbulence generation ridge 210. By arranging the protrusions 220 and the protrusions 230 in this manner, air moving in the tire circumferential direction can be made to continuously come into contact with the turbulence generation ridge 210 and the protrusions 220.

[0129] The length 220L of the protrusion 220 in the tire radial direction is 30% to 80% of the length 220L of the turbulent flow generation ridge 210 in the tire radial direction. If the length 220L of the protrusion 220 is too small compared to the length 210L of the turbulent flow generation ridge 210, i.e., if it is less than 30%, the visibility of the characters may decrease and the turbulent flow generation effect may not be sufficiently obtained. Therefore, it is desirable that the length 220L of the protrusion 220 is within a range of 30% to 80% of the length 210L of the turbulent flow generation ridge 210.

[0130] According to the tire 1 configured as described above, since the turbulence generation ridges 210 are provided in the first region 2R1 and the protrusions 220 and the protrusions 230 are provided in the second region 2R2, it is possible to maintain the temperature reducing effect of the first region 2R1 by the turbulence generation ridges while reducing the temperature of the second region 2R2 by the protrusions 220 and the protrusions 230. Furthermore, since characters can be displayed by the protrusions 220, it is possible to achieve both the temperature reducing effect due to air turbulence and the information transmission effect.

[0131] Hereinafter, a tire 1 according to a seventh embodiment of the present invention will be described with reference to FIGS. The tire 1 of the seventh embodiment further includes a circumferential ridge protruding from the tire outer surface 1ds of the tire side portion 1d and extending in the tire circumferential direction, and an end of the turbulence generation ridge F in the tire radial direction is connected to the circumferential ridge, and in the portion where the end of the turbulence generation ridge F in the tire radial direction is connected to the circumferential ridge, the height of the end of the turbulence generation ridge F relative to the tire outer surface 1ds of the tire side portion 1d is lower than the height of the circumferential ridge relative to the tire outer surface 1ds of the tire side portion 1d. Furthermore, in the tire 1 of the seventh embodiment, the tire side portion 1d has a tire maximum width region TR that includes a position where the tire length in the tire width direction is maximum, and the ends of the turbulence generation ridges F in the tire radial direction are located in the tire maximum width region TR and include circumferential ridges that protrude from the tire outer surface 1ds of the tire side portion 1d and extend in the tire circumferential direction, the ends of the turbulence generation ridges F are connected to the circumferential ridges, and the width of the circumferential ridges in the tire radial direction is narrower than the maximum width of the turbulence generation ridges F in the tire circumferential direction.

[0132] As shown in FIG. 18, a plurality of turbulence generation ridges 310(F) are arranged on the tire outer surface 1ds of the tire side portion 1d. In addition, a circumferential ridge 315 extending in the tire circumferential direction is arranged on the tire outer surface 1ds of the tire side portion 1d. Thus, the tire 1 includes the turbulence generation ridges 310 and the circumferential ridges 315. The tire outer surface 1ds of the tire side portion 1d is composed of the tire outer surface 3A, the tire outer surface 3B, and the tire outer surface 3C. The tire outer surface 3A of the tire side portion 1d is a surface between the tire outer surface 3B and the tire outer surface 3C in the tire radial direction. The tire outer surface 3B of the tire side portion 1d is a surface located on the inner side in the tire radial direction of the turbulence generation ridges 310. The tire outer surface 3C of the tire side portion 1d is a surface located on the outer side in the tire radial direction of the circumferential ridges 315.

[0133] The tire 1 has a maximum tire width where the length of the tire 1 in the tire width direction is at its maximum. Note that the maximum tire width here does not include the maximum width between the rim guards in the tire width direction, for example, in a tire equipped with a rim guard. In other words, the maximum tire width does not include the rim guard. The height of the tire's maximum width position (maximum width height SWH) based on the height of the inner end of the bead portion 1c in the tire radial direction is located at 48% or more of the height of the tread surface (tread surface height TH) on the tire equatorial plane CL when the height of the inner end of the bead portion 1c in the tire radial direction is used as the reference when the tire is not inflated.

[0134] The tire 1 has a tire maximum width region TR (FIG. 21) in the tire side portion 1d that includes a tire maximum width position where the length of the tire 1 in the tire width direction is maximum. That is, the maximum width region TR is the surface of the tire side portion 1d located at a height including the maximum width height SWH (FIG. 21) in the tire radial direction. The range of the tire maximum width region TR in the tire radial direction is an area within 25% of the tread surface height TH. The tire maximum width position (indicated by the dashed line in FIG. 21) is located at the tire radial center of the tire maximum width region TR. For example, the maximum width region TR in the tire radial direction is a range of 60 mm. In this case, the range of the maximum width region TR in the tire radial direction is a range of 30 mm on the outer side in the tire radial direction and 30 mm on the inner side in the tire radial direction, centered on the tire maximum width position.

[0135] FIG. 19 is a partially enlarged view of the turbulent flow generation ridge 310 shown in FIG. 18. FIG. 20(a) is a partially enlarged view of the turbulent flow generation ridge 310 shown in FIG. 18. FIG. 20(b) is a cross-sectional view perpendicular to the extension direction of the turbulent flow generation ridge 310 shown in FIG. 20(a). Specifically, FIG. 20(b) is an E-E cross-sectional view of FIG. 20(a). FIG. 21(a) is a partial cross-sectional view taken along the tire width direction and tire radial direction of the tire 1. FIG. 21(b) is a partial cross-sectional view taken along the tire width direction and tire radial direction of the tire 1. Specifically, FIGS. 21(a) and 21(b) are D-D cross-sectional views of FIG. 19.

[0136] In the tire 1 of this embodiment, a plurality of turbulence generating protrusions 310 are provided on the tire outer surface 3A of the tire side portion 1d to generate or promote turbulence, thereby enhancing the cooling effect in the tire side portion 1d.

[0137] A plurality of turbulence generation ridges 310 protrude from the tire outer surface 3A of the tire side portion 1d, extend along the tire radial direction, and are arranged at intervals along the tire circumferential direction. As shown in FIG. 18, the turbulence generation ridges 310 are arranged radially around the tire rotation axis on the tire outer surface 3A of the tire side portion 1d. The turbulence generation ridges 310 extend at an angle to the tire radial direction. Therefore, the length of the turbulence generation ridges 310 in the extension direction is longer than the length of the turbulence generation ridges 310 along the tire radial direction. The ends of the turbulence generation ridges 310 in the tire radial direction include an outer ridge end 311 located on the outer side of the turbulence generation ridges 310 in the tire radial direction, and an inner ridge end 312 located on the inner side of the turbulence generation ridges 310 in the tire radial direction. The circumferential protrusion 315 protrudes from the tire outer surface 3A of the tire side portion 1d and extends along the tire circumferential direction. When viewed in the tire radial direction, the circumferential protrusion 315 is annular.

[0138] The turbulence generation ridges 310 are long projections for generating or promoting turbulence on the tire outer surface 1ds of the tire side portion 1d when the tire 1 rotates. As shown in FIG. 21 , a ridge outer end 311, which is the outer end of the turbulence generation ridges 310 in the tire radial direction, is located in the tire maximum width region TR. The ridge outer end 311 is continuous with the circumferential ridge 315. Specifically, the ridge outer end 311 is continuous with the inner side surface of the circumferential ridge 315 in the tire radial direction. The ridge outer end 311 is in contact with the inner side surface of the circumferential ridge 315 in the tire radial direction.

[0139] In a portion where the protrusion outer end 311 and the circumferential protrusion 315 are connected, a height 311H ( FIG. 21(b) ) of the protrusion outer end 311 relative to the tire outer surface 3A of the tire side portion 1d is lower than a height 315H ( FIG. 21(b) ) of the circumferential protrusion 315 relative to the tire outer surface 3A of the tire side portion 1d. In other words, the height 315H of the circumferential protrusion 315 relative to the tire outer surface 3A of the tire side portion 1d is higher than the height 311H of the protrusion outer end 311 relative to the tire outer surface 3A of the tire side portion 1d. Therefore, in a portion where the protrusion outer end 311 and the circumferential protrusion 315 are connected, a step having a different height along the tire width direction is formed.

[0140] The inner protrusion end 312 of the turbulence generation protrusion 310 smoothly continues to the tire outer surface 3B of the tire side portion 1d located on the tire radially inner side of the turbulence generation protrusion 310. That is, in the portion where the inner protrusion end 312 and the tire outer surface 3B continue, no step with a different height along the tire width direction is formed. In the portion where the inner protrusion end 312 and the tire outer surface 3B continue, the height of the inner protrusion end 312 relative to the tire outer surface 3A of the tire side portion 1d is the same as the height of the tire outer surface 3B relative to the tire outer surface 3A of the tire side portion 1d. In other words, the inner protrusion end 312 of the turbulence generation protrusion 310 continues to be flush with the tire outer surface 3B. Therefore, the rigidity of the inner protrusion end 312 can be improved to suppress damage such as chipping and chipping, and the occurrence of bare parts during manufacturing can be suppressed to reduce the possibility of defective shape and poor appearance.

[0141] On the tire outer surface 3C of the tire side portion 1d located radially outward of the circumferential protrusion 315, letters and symbols for communicating information are provided.

[0142] In this embodiment, as shown in Fig. 19, adjacent turbulence generation ridges 310 are spaced apart from each other by a predetermined distance. The ridge width, which is the width of the turbulence generation ridges 310 in the tire circumferential direction, changes so as to widen toward the tire radially outward (the tread portion 1a side). Therefore, fluid moving from the tire radially inward to the tire radially outward due to centrifugal force caused by tire rotation and vehicle travel hits the turbulence generation ridges 310, thereby improving the cooling effect of the tire side portion 1d. In addition, fluid moving toward the tire radially outward is easily guided to the turbulence generation ridges 310 adjacent in the tire circumferential direction, thereby improving the cooling effect in the entire tire side portion 1d.

[0143] The shapes of both sides along the longitudinal direction of the turbulent flow generation ridges 310 (i.e., the extension direction of the turbulent flow generation ridges 310) are different between one side and the other side. The shape of one side is substantially parallel to the longitudinal direction and substantially linear. The shape of the other side has a gently sloping portion 313 substantially parallel to the one side, and a steeply sloping portion 314 that is more inclined with respect to the longitudinal direction than the gently sloping portion 313. The steeply sloping portion 314 is located near the outer ridge end 311. Thus, the turbulent flow generation ridges 310 have a larger ridge width toward the outer ridge end 311.

[0144] Of the widthwise ends 311A, 311B which are the circumferential ends of the ridge outer end 311 of the turbulence generating ridge 310, one of the widthwise ends 311A ​​is formed so that the angle 3θe (Figure 19) between the circumferential side 3E1 extending in the tire circumferential direction and the radial side 3E2 extending in the tire radial direction intersects is 90 degrees or less.

[0145] The inner protrusion end 312 of the turbulent flow generation protrusion 310 includes width ends 312A and 312B, which are ends in the tire circumferential direction. When viewed from the tire width direction, a straight line passing through approximately the center of the width ends 312A and 312B in the tire circumferential direction and approximately parallel to the side surface of the width end 312B in the tire circumferential direction is defined as a straight line m (FIG. 20(a)). A straight line passing through the boundary between the gentle slope portion 313 and the steep slope portion 314 and parallel to the straight line m is defined as a straight line n (FIG. 20(a)). In this embodiment, a distance 311Wa between the straight lines m and n is, for example, 1.4 mm. A distance 311Wb between the width end 311B and the straight line m is, for example, 1.2 mm. A protrusion width 311W of the outer protrusion end 311 of the turbulent flow generation protrusion 310 is, for example, 4.7 to 7.1 mm.

[0146] Of the widthwise ends 312A and 312B which are ends in the tire circumferential direction of the protrusion inner end 312 of the turbulent flow generation protrusion 310, the distance 312Wa between one widthwise end 312A and the straight line m is, for example, 0.7 mm in this embodiment. The distance 312Wb between the other widthwise end 312B and the straight line m is, for example, 0.8 mm in this embodiment. The protrusion width 312W of the protrusion inner end 312 is, for example, 1.2 to 1.5 mm. The protrusion width 311W of the protrusion outer end 311 and the protrusion width 312W of the protrusion inner end 312 can be adjusted as appropriate for each tire size.

[0147] A length 310L (FIG. 20(a)) in the tire radial direction from the outer ridge end 311 to the inner ridge end 312 of the turbulence generation ridge 310 is preferably in the range of 8 to 30 mm.

[0148] In this embodiment, as viewed from the tire width direction, one side of the turbulent flow generation ridge 310 is arc-shaped. The radius of curvature Ra of one side of the turbulent flow generation ridge 310 is constant, for example, at 180 mm. As viewed from the tire width direction, the gently inclined portion 313 has an arc-shaped side surface. The radius of curvature Rb of the side surface of the gently inclined portion 313 is constant, for example, at 180 mm. As viewed from the tire width direction, the steeply inclined portion 314 has an arc-shaped side surface. The radius of curvature Rc of the side surface of the steeply inclined 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. An end portion in the tire radial direction of the tire outer surface 3B of the tire side portion 1d extends along the tire circumferential direction.

[0149] The end portion of the tire outer surface 3B at the tire radial direction outer side is arc-shaped when viewed from the tire width direction. The number of the turbulent flow generation ridges 310 and the pitch angle 3θp may be determined according to the radius of curvature Rd of the end portion of the tire outer surface 3B at the tire radial direction outer side. For example, when the radius of curvature Rd is 147.2 mm to 165.4 mm, the number of the turbulent flow generation ridges 310 is 90, and the pitch angle 3θp is 4 degrees. When the radius of curvature Rd is 165.5 mm to 176.5 mm, the number of the turbulent flow generation ridges 310 is 96, and the pitch angle 3θp is 3.8 degrees. When the radius of curvature Rd is 176.6 mm to 183.8 mm, the number of the turbulent flow generation ridges 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 turbulent flow generation ridges 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 turbulent flow generation ridges 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 turbulent flow generation ridges 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 turbulent flow generation ridges 310 is 150, and the pitch angle 3θp is 2.4 degrees. When the radius of curvature Rd is 275.8 mm to 294.1 mm, the number of turbulent flow generation ridges 310 is 160, and the pitch angle 3θp is 2.3 degrees. When the radius of curvature Rd is 294.2 mm to 330.9 mm, the number of turbulent flow generation ridges 310 is 180, and the pitch angle 3θp is 2 degrees. When the radius of curvature Rd is 331.0 mm to 352.9 mm, the number of turbulent flow generation ridges 310 is 192, and the pitch angle 3θp is 1.9 degrees. When the radius of curvature Rd is 353.0 mm to 367.6 mm, the number of turbulent flow generation ridges 310 is 200, and the pitch angle 3θp is 1.8 degrees.

[0150] The pitch angle 3θp is the angle between one turbulence generation ridge 310 and another turbulence generation ridge 310 adjacent to the one turbulence generation ridge 310, centered on the tire's rotation axis. Specifically, the pitch angle 3θp is the angle between the tire's rotation axis and each intersection point of the line m of each adjacent turbulence generation ridge 310 and a point dividing the length 310L in half.

[0151] 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 degrees. In this embodiment, the angle 3θa between the line parallel to the tire radial direction and the line m is, for example, 27 degrees.

[0152] 20(b), in a cross section perpendicular to the extension direction of the turbulence generation ridge 310, the turbulence generation ridge 310 and the tire outer surface 3A of the tire side portion 1d are preferably connected in an arc shape. In this embodiment, the radius of curvature Re of the arc is, for example, 0.4 mm. Also, the angle 3θb between the side surface of the turbulence generation ridge 310 facing in the tire circumferential direction and a straight line parallel to the tire width direction is preferably in the range of 3 to 15 degrees. In this embodiment, the angle 3θb is 10 degrees.

[0153] As shown in FIG. 21(b), the height 310H of the tire side portion 1d from the tire outer surface 3A is preferably in the range of 0.5 mm to 1.5 mm. When the height 310H is 0.5 mm or more, the cooling effect is enhanced. When the height 310H is 1.5 mm or less, the depth to the bottom of the recess in the tire molding die in which the turbulent flow generation ridge 310 is formed is not deep, so that the rubber material is likely to reach the bottom of the recess in the tire molding die in which the turbulent flow generation ridge 310 is formed. This makes it possible to suppress the occurrence of bare spots on the turbulent flow generation ridge 310. In this embodiment, the height 310H is constant, for example, 0.7 mm.

[0154] The height 315H of the circumferential ridge 315 from the tire outer surface 3A is preferably in the range of 0.5 mm to 1.5 mm. When the height 315H is 0.5 mm or more, the air accumulated in the recess of the tire molding die in which the circumferential ridge 315 is formed is less likely to move to the recess of the tire molding die in which the ridge outer end 311 is formed. This makes it possible to suppress the occurrence of bare spots on the turbulent flow generation ridge 310. When the height 315H is 1.5 mm or less, the length to the bottom of the recess of the tire molding die in which the circumferential ridge 315 is formed is shortened, so that the rubber material is more likely to reach the bottom of the recess of the tire molding die in which the ridge outer end 311 is formed. This makes it possible to suppress the occurrence of bare spots on the circumferential ridge 315. 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.

[0155] In this embodiment, the width of the circumferential protrusion 315 in the tire radial direction varies depending on the tire width direction. Specifically, the width of the circumferential protrusion 315 narrows toward the outside in the tire width direction. Therefore, the width 315La of the upper surface 315a (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 tire outer surface 1ds of the tire side portion 1d in the tire radial direction. That is, in a cross section along the tire radial direction and the tire width direction, the shape of the circumferential protrusion 315 is trapezoidal. It is preferable that the width 315La and the width 315Lb satisfy 0.2 mm≦width 315La≦3 mm and 1.5 mm≦width 315Lb≦5.0 mm. By making width 315La 0.2 mm or more and width 315Lb 1.5 mm or more, the rubber material constituting circumferential ridges 315 can easily enter the recesses of the tire molding die in which circumferential ridges 315 are formed. This can prevent bare areas from being formed in circumferential ridges 315. By making width 315La 3 mm or less and width 315Lb 5.0 mm or less, the amount of rubber material used can be reduced, further reducing the weight of tire side portion 1d.

[0156] The width of the circumferential protrusion 315 in the tire radial direction is narrower than the maximum width of the turbulent flow generation protrusion 310 in the tire circumferential direction. In this embodiment, the maximum width of the turbulent flow generation protrusion 310 in the tire circumferential direction is the width of the protrusion outer end 311 in the tire circumferential direction. That is, it is the protrusion width 311W of the protrusion outer end 311 of the turbulent flow generation protrusion 310. Specifically, the maximum width of the turbulent flow generation protrusion 310 in the tire circumferential direction is the length in the tire circumferential direction 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 protrusion outer end 311 in the tire circumferential direction. Specifically, the width of the protrusion outer end 311 in the tire circumferential direction is, for example, 5 mm. The width 315La of the circumferential protrusion 315 is, for example, 3.0 mm. A width 315Lb of the circumferential ridge 315 is narrower than the width of the ridge outer end 311 in the tire circumferential direction.

[0157] In the tire 1 according to the seventh embodiment, the ridge outer end 311 is continuous with the circumferential ridge 315. That is, in the tire radial direction, the circumferential ridge 315 is located outward of the ridge outer end 311. Furthermore, in a portion in the tire radial direction where the ridge outer end 311 and the circumferential ridge 315 of the turbulent flow generation ridge 310 are continuous with each other, a height 311H of the ridge outer end 311 relative to the tire outer surface 3A of the tire side portion 1d is lower than a height 315H of the circumferential ridge 315 relative to the tire outer surface 3A of the tire side portion 1d.

[0158] When a green tire is vulcanized in a tire mold, air that would tend to accumulate in the corners of the recess in the tire mold that forms ridge outer end 311 moves to the recess in the tire mold that forms circumferential ridge 315. Therefore, the rubber material can penetrate unhindered by air to the bottom of the recess in the tire mold that forms ridge outer end 311 of turbulent flow generation ridge 310, thereby preventing bare ridge outer end 311 from occurring.

[0159] In the portion where the protrusion outer end 311 and the circumferential protrusion 315 are connected, the height 311H of the protrusion outer end 311 relative to the tire outer surface 3A of the tire side portion 1d is lower than the height 315H of the circumferential protrusion 315 relative to the tire outer surface 3A of the tire side portion 1d, so that a step having a different height along the tire width direction is formed between the bottom of the recess forming the circumferential protrusion 315 and the bottom of the recess forming the protrusion outer end 311. Therefore, when the raw tire is vulcanized in the tire molding die, the air that has accumulated in the recess forming the circumferential protrusion 315 must overcome the step to move to the recess forming the protrusion outer end 311. The air that has accumulated in the recess forming the circumferential protrusion 315 is pressed against the bottom of the recess by the rubber material that enters the recess forming the circumferential protrusion 315. Therefore, the air that has accumulated in the recess forming the circumferential protrusion 315 is less likely to overcome the step and less likely to move to the recess forming the turbulent flow generating protrusion 310.

[0160] Furthermore, since the height 311H of the ridge outer end 311 is smaller than the height 315H of the circumferential ridge 315, the rubber material easily seeps into the bottom of the recess that forms the ridge outer end 311.

[0161] As a result, air is less likely to accumulate in the corners of the recessed portion of the tire molding die that forms ridge outer end 311, and the rubber material is more likely to enter the movable recessed portion of the tire molding die that forms ridge outer end 311. This makes it possible to prevent bare areas from occurring at ridge outer end 311.

[0162] Since the tire side portion 1d is provided with the turbulent flow generation ridges 310, the temperature of the tire side portion 1d can be reduced by the turbulent flow generation ridges 310. Furthermore, the tire side portion 1d is provided with the circumferential ridges 315. Therefore, air having a radial component toward the tire radial direction passes over the circumferential ridges 315. The air that passes over flows in a direction substantially perpendicular to the tire outer surface 3C on the back side of the circumferential ridges 315 and hits the tire outer surface 3C located outside the circumferential ridges 315 in the tire radial direction. Therefore, the air flow that hits the tire outer surface 3C exchanges heat with the air flow that stays on the tire outer surface 3C located outside the circumferential ridges 315 in the tire radial direction. As a result, the temperature rise of the tire outer surface 1ds of the tire side portion 1d can be suppressed, and tire durability can be improved.

[0163] In addition, in the tire 1 according to the embodiment, in the tire maximum width region TR, the outer ends 311 of the ridges are connected to the circumferential ridges 315, and the width of the circumferential ridges 315 in the tire radial direction is narrower than the maximum width of the turbulence generation ridges 310 in the tire circumferential direction.

[0164] In a cross section along the tire radial direction and the tire width direction, the tire outer surface 1ds of the tire side portion 1d has a shape with a curvature, so that an air flow having a radial component toward the outside in the tire radial direction is likely to leave the tire outer surface 1ds of the tire 1 in the vicinity of the tire maximum width region TR. However, in the tire maximum width region TR, the ridge outer end portion 311 is connected to the circumferential ridge 315, so that when the air flow having a radial component passes over the circumferential ridge 315, it flows in a vertical direction with respect to the tire outer surface 3C of the tire 1 on the outside of the circumferential ridge 315 in the tire radial direction (it becomes a so-called downward flow). This makes it possible to suppress the air flow having a radial component from leaving the tire outer surface 3C of the tire, suppress a temperature rise of the tire outer surface 3C of the tire 1 on the outside of the circumferential ridge 315 in the tire radial direction, and improve tire durability.

[0165] Furthermore, since the width of the circumferential ridge 315 in the tire radial direction is narrower than the maximum width of the turbulent flow generation ridge 310 in the tire circumferential direction, the amount of rubber material used to form the tire side portion 1d is not significantly increased. This makes it possible to reduce the gauge of the tire side portion 1d while suppressing bare areas from occurring at the ridge outer end 311.

[0166] Furthermore, in the tire 1 according to the seventh embodiment, the turbulence generation ridges 310 extend at an incline relative to the tire radial direction. Since the turbulence generation ridges 310 extend at an incline relative to the tire radial direction, as described in International Publication WO2009 / 017167, the airflow flowing outward due to centrifugal force and the stagnant air promote the generation of turbulence, thereby enhancing the cooling effect. [Industrial Applicability]

[0167] The tire according to the present invention can be suitably used for any kind of pneumatic tire, for example, pneumatic tires for passenger cars, pneumatic tires for trucks and buses, etc. [Explanation of symbols]

[0168] 1: Tires 1M: tire body, 1a: tread portion, 1b: sidewall portion, 1c: bead portion, 1d: tire side portion, 1ds: tire outer surface of tire side portion, 3: reinforcing member; 3a: reinforcing ply; 3u: tire radial direction outer end of reinforcing member; 4a: bead core; 4b: bead filler; 4b1, 4b2: bead filler portion; 4bu: outer end of bead filler in tire radial direction; 5: carcass, 5a: carcass ply, 5M: ply main body, 5T: ply turn-up portion, 5e: tire radial direction outer end of ply turn-up portion of carcass, 6: belt, 6a: belt layer, 7: Tread rubber, 8: Side rubber, 9: Inner liner, 10: communication device, 10e: RF tag, 10b: antenna section; 10b1, 10b2: antenna; 10f: covering portion; 10f1, 10f2: covering member; 10c: IC chip, 10u: tire radial outer end of communication device, 10m: radial center of communication device, F: turbulent flow generating ridges, G: recesses between ridges, CL: tire equatorial plane, WD: tire width direction, RD: tire radial direction, CD: tire circumferential direction, LD: Longitudinal direction of the communication device, SD: Shortitudinal direction of the communication device, TD: Thickness direction of the communication device

Claims

1. A communication device embedded inside a tire side portion; a plurality of turbulence generating ridges protruding from an outer surface of the tire in the tire side portion, extending along a tire radial direction, and arranged at intervals along a tire circumferential direction; A tire comprising: on a projection plane of the tire side portion in the tire width direction, the communication device overlaps with at least one of the turbulence generation ridges and inter-ridge recesses between the turbulence generation ridges, a tire in which, on a projection plane of the tire side portion in the tire width direction, the entirety of the communication device is located inside the inter-projection recess.

2. The tire according to claim 1 , wherein a plurality of uneven surfaces extending in the tire radial direction and undulating in the tire width direction are formed on the tops of the turbulence generation ridges.

3. The tire side portion is a first rigid portion formed of a rubber member and using a first rubber member having a predetermined rigidity; a second rigid portion using a second rubber member having a rigidity higher than the predetermined rigidity; Including, The tire of claim 1 , wherein the turbulation ridges are provided only on the first rigid portion.

4. a rib width, which is a length of the turbulence generation rib in the tire circumferential direction, varies in the tire radial direction and becomes wider toward an outer rib end portion located on the outer side in the tire radial direction, 2. The tire according to claim 1, wherein a height of the turbulence generation ridges relative to the outer surface of the tire at the tire side portion varies in the tire radial direction and is formed so as to gradually decrease toward an outer end of the ridges.

5. The tire side portion has a first region in which a plurality of the turbulence generating ridges are arranged adjacent to each other; a second region that is disposed so as to overlap at least a portion of the first region in the tire circumferential direction and in which the turbulence generation protrusions are not disposed; There is a system in place, a protrusion protruding from an outer surface of the tire in the tire side portion is formed in the second region, The protrusions are in the form of letters and symbols that display information, or pictures and patterns that display designs, 2. The tire according to claim 1, wherein a height of the protrusion from the outer surface of the tire at the tire side portion is 50% to 100% of a height of the turbulence generation ridge from the outer surface of the tire at the tire side portion.

6. The tire further includes a circumferential protrusion protruding from the tire outer surface of the tire side portion and extending in a tire circumferential direction, an end portion of the turbulence generation protrusion in the tire radial direction is connected to the circumferential protrusion, 2. The tire according to claim 1, wherein, in a portion where an end of the turbulence generation ridge and the circumferential ridge are connected in the tire radial direction, a height of the end of the turbulence generation ridge relative to the tire outer surface of the tire side portion is lower than a height of the circumferential ridge relative to the tire outer surface of the tire side portion.

7. The tire side portion has a maximum tire width region including a position where the tire length in the tire width direction is maximum, an end portion of the turbulence generation protrusion in the tire radial direction is located in the tire maximum width region, a circumferential protrusion protruding from the tire outer surface of the tire side portion and extending in the tire circumferential direction, The end of the turbulence generating rib is connected to the circumferential rib, The tire according to claim 1 , wherein a width of the circumferential ridge in the tire radial direction is narrower than a maximum width of the turbulence generation ridge in the tire circumferential direction.

8. The tire according to any one of claims 1 to 7, wherein a maximum width of the turbulence generation ridge in the tire circumferential direction is 4.7 to 7.1 mm.

9. The tire according to any one of claims 1 to 8, wherein a length of the turbulence generation ridge in the tire radial direction is 8 to 30 mm.

10. The tire according to any one of claims 1 to 9, wherein the communication device comprises an RF tag.

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