Pneumatic tires with sound dampening material

Abstract

To improve high speed durability performance while maintaining quietness performance.SOLUTION: There is provided a pneumatic tire with a sound controlling body. A sound controlling body 20 extends in at least a first tire axial direction T1 side from a tire equator C. A length A between an outer end 20a on the first tire axial direction T1 side of the sound controlling body 20, and the tire equator C is 0.7 time or more of a distance B between the tire equator C and a position X1 of a maximum ground length X. When the length A is 1.0 time or more of the distance B, a thickness Dx of the sound controlling body 20 at the position X1 of the maximum ground length X is smaller than a maximum thickness Dm of the sound controlling body 20.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a pneumatic tire with a sound deadening body.

Background Art

[0002] Patent Document 1 below describes a pneumatic tire in which a sound deadening body is attached to the radially inner surface of the tread portion. Further, the tread portion is provided with a belt layer and a band layer disposed on the radially outer side of the belt layer. In Patent Document 1 below, the lengths and shapes of the sound deadening body, the belt layer, and the band layer are defined. Thereby, the pneumatic tire is said to exhibit quietness and prevent a decrease in high-speed durability due to the heat storage effect of the sound deadening body.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] <第 For the purpose of enhancing the stability performance during high-speed driving, a pneumatic tire may be mounted on a vehicle with a camber angle. However, in Patent Document 1 above, there was room for improvement in maintaining the quietness performance and enhancing the high-speed durability performance of such a pneumatic tire. <第 <第

[0005] <第 The present disclosure has been devised in view of the above actual situation, and the main object is to provide a pneumatic tire with a sound deadening body that can improve the high-speed durability performance while maintaining the quietness performance. <第

Means for Solving the Problems

[0006] <第 This disclosure relates to a pneumatic tire with a sound damper, comprising a pneumatic tire having a tread portion and a sponge-like sound damper disposed on the inner surface of the tread portion, wherein in a 3-degree camber contact state, when a normal load is applied to the pneumatic tire in a normal state and it is tilted at a camber angle of 3 degrees in the first tire axis direction and made contact with a plane, the contact surface of the tread portion has a maximum contact length where the length in the tire circumferential direction is the maximum, the sound damper extends at least from the tire equator toward the first tire axis direction, the length A in the tire axis direction between the outer end of the sound damper on the first tire axis direction side and the tire equator is 0.7 times or more the distance B in the tire axis direction from the tire equator to the position of the maximum contact length, and when the length A is 1.0 times or more the distance B, the thickness of the sound damper at the position of the maximum contact length is smaller than the maximum thickness of the sound damper. [Effects of the Invention]

[0007] The pneumatic tire with sound dampening material described herein, by adopting the above configuration, can improve high-speed durability while maintaining quietness. [Brief explanation of the drawing]

[0008] [Figure 1] This is an enlarged view of a meridional cross-section of a tire showing one embodiment of the pneumatic tire with a sound damper according to the present disclosure. [Figure 2] This is a plan view of the contact surface of the tread in a 3-degree camber contact condition. [Figure 3] This is an enlarged view of Figure 1. [Figure 4] This is a schematic diagram of a vehicle viewed from the front, used to explain negative camber. [Figure 5] This is an enlarged view of the meridional cross-section of a pneumatic tire with a sound dampener according to another embodiment. [Modes for carrying out the invention]

[0009] One form of implementation of this disclosure will be described below with reference to the drawings. Figure 1 is an enlarged view of the meridional cross-section of the pneumatic tire T with a sound damper according to the present disclosure. The pneumatic tire T with a sound damper according to the present disclosure comprises, for example, a pneumatic tire (hereinafter sometimes referred to as "tire") 1 having a tread portion 2, and a sponge-like sound damper 20 disposed on the inner surface 2a of the tread portion 2 of the tire.

[0010] Figure 2 is a plan view of the contact surface 2s of the tread portion 2 in a 3-degree camber contact state. The 3-degree camber contact state is a state in which a tire 1 in a normal state is subjected to a normal load and tilted at an angle α (shown in Figure 4) of 3 degrees in the first tire axial direction T1 and made contact with a plane. The "normal state" refers to a state in which the tire 1 is mounted on a normal rim (not shown), filled with the normal internal pressure, and under no load. In this specification, unless otherwise specified, the dimensions of each part of the tire are values ​​measured in the normal state. Note that the shape of the groove G provided in the tread portion 2 is not limited to that shown. Also, the side on which the angle with the plane is acute when the tire 1 is tilted is the first tire axial direction T1.

[0011] The aforementioned "standard rim" refers to the rim specified for each tire in the standards system, including the standard on which tire 1 is based. For example, it is the "standard rim" for JATMA, the "Design Rim" for TRA, and the "Measuring Rim" for ETRTO.

[0012] The aforementioned "standard internal pressure" is the air pressure specified for each tire in the standards system, including the standard on which tire 1 is based. For JATMA, it is the "maximum air pressure," for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, it is the "INFLATION PRESSURE."

[0013] The aforementioned "standard load" is the load specified for each tire in the standards system, including the standard on which tire 1 is based. For JATMA, it is the "maximum load capacity," for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, it is the "LOAD CAPACITY."

[0014] As shown in Figure 2, in a 3-degree camber contact state, the contact surface 2s of the tread portion 2 has a maximum contact length X where the tire circumferential length Lm is maximum. The maximum contact length X is located T1 in the first tire axial direction relative to the tire equator C. The tire equator C is the midpoint in the tire axial direction between the tread ends Te, Te (shown in Figure 1), which are the contact points at both ends in the tire axial direction under a normal load condition. The "normal load condition" is the state in which the normal load is applied to the tire 1 in a normal state and it is in contact with a plane at a camber angle of 0 degrees. The distance in the tire axial direction between the two tread ends Te, Te is the tread width TW (shown in Figure 1). The position X1 of the maximum contact length X is the point where the amount of deformation during driving is large and a relatively large amount of heat is generated.

[0015] As shown in Figure 1, the sound dampener 20 extends at least in the direction of the first tire axis T1 from the tire equator C. The length A in the tire axis direction between the outer end 20a of the sound dampener 20 on the first tire axis T1 side and the tire equator C is at least 0.7 times the distance B in the tire axis direction from the tire equator C to the position X1 where the maximum contact length X is located. This allows the sound dampener 20 to cover a large portion of the inner surface 2a, thereby providing basic noise reduction.

[0016] Furthermore, if length A is 1.0 times or more of distance B, the thickness Dx of the sound dampening body 20 at position X1 of the maximum contact length X is made smaller than the maximum thickness Dm of the sound dampening body 20. This allows for the release of heat generated at the maximum contact length X, thereby improving high-speed durability.

[0017] When the length A exceeds 1.2 times the distance B, heat near the maximum grounding length X with a large calorific value cannot be dissipated from the inner cavity surface 2a, and there is a risk that the high-speed durability performance cannot be enhanced. Therefore, it is desirable that the length A is 1.2 times or less the distance B.

[0018] In order to enhance the high-speed durability performance and the quiet performance in a well-balanced manner, when the length A is 1.0 times or more the distance B, it is desirable that the thickness Dx of the sound deadening body 10 at the position X1 of the maximum grounding length X is 20% or more of the maximum thickness Dm of the sound deadening body 20, more preferably 30% or more, desirably 60% or less, and more preferably 50% or less.

[0019] In the present embodiment, the sound deadening body 20 extends continuously in the tire circumferential direction (not shown). Note that the sound deadening body 20 may be formed so as to be interrupted in the tire circumferential direction. In the present embodiment, the sound deadening body 20 includes an outer surface 20A facing the inner cavity surface 2a side of the tread portion 2 and an inner surface 20B facing the opposite side in the tire radial direction to the outer surface 20A. The inner surface 20B is located on the inner side in the tire radial direction than the outer surface 20A.

[0020] FIG. 3 is an enlarged view of FIG. 1. As shown in FIG. 3, the sound deadening body 20 has a first portion 21 extending from the tire equator C in the first tire axial direction T1 and a second portion 22 connected to the first portion 21 and extending in the first tire axial direction T1. The outer surface 21A of the first portion 21 is in contact with the inner cavity surface 2a. The first portion 21 has the maximum thickness Dm (shown in FIG. 1). In the present embodiment, the first portion 21 includes an equal thickness portion in which the thickness D of the sound deadening body 20 is the same continuously in the first tire axial direction T1.

[0021] The outer surface 22A of the second portion 22 is arranged so as to be separated from the inner cavity surface 2a. In the present embodiment, the second portion 22 is arranged so as to straddle the position X1 of the maximum grounding length X in the tire axial direction. In the present embodiment, the second portion 22 includes a reduced thickness portion in which the thickness D of the sound deadening body 20 becomes smaller in the first tire axial direction T1.

[0022] The outer surface 22A of the second portion 22 is inclined inward in the tire radial direction toward the first tire axial direction T1. The outer surface 22A includes an inner surface 24 located on the tire equator C side and an outer surface 25 connected to the inner surface 24 and inclined at a different angle than the inner surface 24. The angle θb of the outer surface 25 with respect to the tire axial direction is greater than the angle θa of the inner surface 24 with respect to the tire axial direction. The boundary K between the inner surface 24 and the outer surface 25 is located near the position X1 of the maximum contact length X. This vicinity refers to a range of 10% or less of the distance B both inward and outward in the tire axial direction from position X.

[0023] The maximum thickness Dm of the sound-dampening body 20 should preferably be 50 mm or less. This ensures a high heat dissipation rate for the tread section 2. To improve quietness and high-speed durability, the maximum thickness Dm should preferably be 35 mm or more, more preferably 40 mm or more, and even more preferably 45 mm or less.

[0024] Furthermore, at position X1 of the maximum contact length X, the sum of the thickness Da of the tread section 2 and the thickness Dx of the sound-dampening material 20 (Da+Dx) is preferably 35 mm or less. This increases the amount of heat dissipated at position X1 of the maximum contact length X. To balance quietness and high-speed durability, the sum (Da+Dx) is preferably 20 mm or more, more preferably 25 mm or more, and even more preferably 30 mm or less.

[0025] The sound dampening body 20 employs a foam made by foaming rubber and synthetic resin. Examples of rubber foams include chloroprene rubber sponge, ethylene propylene rubber sponge, and nitrile rubber sponge. Examples of synthetic resin foams include polyurethane sponges (e.g., ether-based polyurethane sponge, ester-based polyurethane sponge, and polyether / ester-based polyurethane sponge, etc.) and polyethylene sponges (e.g., polyethylene sponge, etc.).

[0026] Figure 4 is a schematic front view showing tire 1 mounted on vehicle 100 with negative camber. As shown in Figure 4, in this embodiment, the first tire axial direction T1 is oriented inward from the vehicle. As a result, the maximum contact length X is located inward from the tire equator C. Tire 1 mounted with negative camber exhibits high high-speed stability performance.

[0027] In this embodiment, the orientation of the tire 1 when mounted on the vehicle is not specified. When such a tire 1 is mounted on a vehicle, both the first tire axis direction T1 and the second tire axis direction T2, which is on the opposite side of the tire axis direction from the first tire axis direction T1, may be positioned on the inside of the vehicle. For this reason, as shown in Figure 1, in the tire 1 of this embodiment, it is desirable that the sound dampening body 20 has the same configuration as on the first tire axis direction T1 side, even in the second tire axis direction T2 from the tire equator C.

[0028] In this embodiment, tire 1 is applied to a passenger car tire. Tire 1 may also be applied to a light truck or a heavy-duty tire.

[0029] In the tire 1 of this embodiment, in a 3-degree camber contact state, the length change rate ((L1-L2) / L2×100) is preferably 5% or less, and more preferably 2% or less. The length change rate ((L1-L2) / L2×100) is the value obtained by dividing the difference (L1-L2) between the tire circumferential length L1 and the tire circumferential length L2 by length L2. Length L1 is the tire circumferential length at position X1 where the maximum contact length X is reached when the tire is driven at a speed of 200 km / h in a 3-degree camber contact state. Length L2 is the tire circumferential length at position X1 where the maximum contact length X is reached when the tire is driven at a speed of 30 km / h in a 3-degree camber contact state. In order to obtain a tire 1 with such a length change rate ((L1-L2) / L2×100), it is necessary to have a band layer as described later.

[0030] In this embodiment, the tire 1 can be of a well-known structure. As shown in Figure 1, the tire 1 includes, for example, a carcass 6 extending to the bead cores (not shown) on both sides, a belt layer 7 positioned radially outward of the carcass 6, and a band layer 8 positioned radially outward of the belt layer 7. The belt layer 7 and the band layer 8 are embedded in the tread portion 2.

[0031] In this embodiment, the carcass 6 is formed from two carcass plies 6A and 6B arranged on the inside and outside in the radial direction of the tire. The carcass 6 may also be formed from, for example, a single carcass ply. Each carcass ply 6A and 6B is formed by covering an array of carcass cords with a topping rubber. For example, organic fibers or steel can be used for the carcass cords. Inside the inner carcass ply 6A, an air-impermeable inner liner rubber layer 9 is provided, forming the inner lumen surface 2a.

[0032] The belt layer 7 is formed from two belt plies 7A and 7B arranged on the inside and outside in the radial direction of the tire. The belt plies 7A and 7B are formed, for example, by covering an array of belt cords with topping rubber. The belt cords are preferably made of a highly elastic material such as steel cord.

[0033] The outer end of the inner belt ply 7A in the tire axial direction is located closer to the tread edge Te than the outer end of the outer belt ply 7B in the tire axial direction. The outer ends of each belt ply 7A and 7B are located closer to the tire equator C than the tread edge Te, and also closer to the tread edge Te than the outer end 20a of the sound dampening body 20.

[0034] The band layer 8 includes a full band 8A that extends between the two tread ends Te, adjacent to the outer radial side of the outer belt ply 7B, and a pair of edge bands 8B, 8B positioned on both sides in the axial direction of the tire, adjacent to the outer radial side of the full band 8A. In this embodiment, each edge band 8B is spaced apart in the axial direction of the tire and is positioned to cover the outer ends of each belt ply 7A, 7B.

[0035] The full band 8A and edge band 8B are each composed of band plies in which band cords are arranged at an angle of, for example, 10 degrees or less with respect to the circumferential direction of the tire. Organic fibers such as nylon fibers, polyester fibers, and aramid fibers are used for the band cords. The modulus of such band cords is 10-20 (N / mm²). 2 ) is desirable. The modulus is the apparent Young's modulus at 2% elongation and is synonymous with the "initial tensile resistance" described in section 8.8 of the "Test Method for Chemical Fiber Tire Cords" of JIS L1017. The test conditions for the initial tensile resistance are as follows, and the average value of 10 tests is adopted.

[0036] Testing machine: Model 2005 material testing machine manufactured by Intesco Corporation. Test temperature: 20℃ Test humidity: 65% Material gripping distance: 250 mm Test speed: 300 mm / min

[0037] As shown in Figure 3, the third axial distance E between the inner end 8i of the edge band 8B and the tire equator C is preferably 80% or more of the distance B (shown in Figure 1), more preferably 95% or more, 150% or less, and more preferably 135% or less. This positions the inner end 8i of the edge band 8B near the maximum contact length X, thereby increasing the rigidity of the part that is most prone to deformation during tire travel, reducing the deformation of the maximum contact length X, and thus reducing the amount of heat generated at this position X1. Consequently, high-speed durability is improved.

[0038] Figure 5 is a meridional cross-sectional view of a pneumatic tire T with a sound damper according to another embodiment. Components identical to those in the pneumatic tire T with a sound damper according to this embodiment are denoted by the same reference numerals, and their descriptions may be omitted. The tire 1 of this embodiment has a tread portion 2 whose orientation for mounting on the vehicle is defined. The tread portion 2 of this embodiment includes a first tread end Te1 and a second tread end Te2, which are located on the outside and inside of the vehicle, respectively, when mounted on the vehicle. In this embodiment, the tire 1 is mounted on the vehicle at a camber angle α of 3 degrees.

[0039] The sound dampening body 20 includes a first outer end 20s located on the first tread end Te1 side of the tire equator C in the tire axial direction, and a second outer end 20t located on the second tread end Te2 side of the tire equator C. In a tire 1 with a defined mounting orientation on a vehicle, the lateral force during turning acts relatively larger on the outside of the vehicle. For this reason, in the tire 1 of this embodiment, the first outer end 20s is positioned on the tire equator C side of the second outer end 20t. As a result, the heat generated by the lateral force is dissipated on the outside of the vehicle, improving high-speed durability.

[0040] The difference (F2-F1) between the axial distance F1 between the tire equator C and the first outer end 20s and the axial distance F2 between the tire equator C and the second outer end 20t is preferably 5 mm or more, more preferably 10 mm or more, more preferably 20 mm or less, and more preferably 15 mm or less. This allows for a good balance between the quietness performance and high-speed durability performance of tire 1, which has a specified mounting orientation on the vehicle.

[0041] Although particularly preferred embodiments of this disclosure have been described in detail above, this disclosure is not limited to the illustrated embodiments and can be modified and implemented in various ways. [Examples]

[0042] A prototype pneumatic tire with a sound-dampening element was fabricated, having the basic structure shown in Figure 1 and based on the specifications in Table 1 or Table 2. Each tire was tested for quietness and high-speed durability. Tire size: 225 / 65R17 Rim: 5.5J Distance B: 45mm Maximum thickness Dm: 40mm

[0043] <Quietness Performance> The test tires were mounted on all wheels of the vehicle described below and driven at a speed of 30 km / h. The sound pressure level of the cavity resonance sound (road noise) at this time was recorded using a microphone placed near the driver's ear on the side of the window. The results are shown as an index with Comparative Example 1 set to 100. A smaller number indicates better performance. Internal pressure: 230kPa Vehicle: Front-wheel drive passenger car with a 2000cc engine. Cavity resonance sound: Peak value around 240Hz

[0044] <High-speed durability performance> Using a drum running test machine, test tires were run under the following conditions, and the running time until damage to the tread was observed was measured. The results are shown as an index with each example set to 100. A higher value indicates better high-speed durability. Internal pressure: 230kPa Load: 6.67kN Speed: The test started at 80 km / h and increased by 10 km / h every 10 minutes of driving.

[0045] [Table 1]

[0046] [Table 2]

[0047] The tire in the example exhibits improved high-speed durability while maintaining quietness compared to the tire in the comparative example.

[0048] [Note] This disclosure includes the following aspects.

[0049] [Disclosure 1] A pneumatic tire with a sound damper, comprising a pneumatic tire having a tread portion and a sponge-like sound damper disposed on the inner surface of the tire cavity of the tread portion, In a 3-degree camber contact state, where a normal load is applied to the pneumatic tire in its normal state and it is tilted at a camber angle of 3 degrees in the axial direction of the first tire and made contact with a flat surface, the contact surface of the tread portion has the maximum contact length, which is the length in the circumferential direction of the tire. The sound dampening body extends at least in the axial direction of the first tire from the tire equator, The length A in the tire axial direction between the outer end of the sound damper on the first tire axial side and the tire equator is 0.7 times or more the distance B in the tire axial direction from the tire equator to the position of the maximum contact length. If the length A is 1.0 times or more the distance B, then the thickness of the sound damper at the position of the maximum contact length is less than the maximum thickness of the sound damper. Pneumatic tires with sound-dampening elements. [Disclosure 2] The pneumatic tire with a sound damper according to Disclosure 1, wherein the length A is 1.2 times or less the distance B. [Disclosure 3] A pneumatic tire with a sound damper according to disclosure 1 or 2, wherein, when the length A is 1.0 times or more the distance B, the thickness of the sound damper at the position of the maximum contact length is 10% to 70% of the maximum thickness of the sound damper. [Disclosure 4] The pneumatic tire with a sound damper according to any one of disclosures 1 to 3, wherein the maximum thickness of the sound damper is 50 mm or less. [Disclosure 5] A pneumatic tire with a sound damper according to any one of disclosures 1 to 4, wherein at the position of the maximum contact length, the sum of the thickness of the tread portion and the thickness of the sound damper is 35 mm or less. [Disclosure 6] The tread portion has a carcass and a band layer arranged on the radially outer side of the carcass. The band layer includes an edge band having an inner end in the tire axial direction on the first tire axial side of the tire equator, A pneumatic tire with a sound damper according to any one of disclosures 1 to 5, wherein the third distance in the tire axial direction between the inner end of the edge band and the tire equator is 80% to 150% of the distance B. [Disclosure 7] In a normal load state, where a normal load is applied to the pneumatic tire in a normal state and it is in contact with a plane with a camber angle of 0 degrees, the length change rate ((L1-L2) / L2×100) obtained by dividing the difference (L1-L2) between the length L1 at the position of the maximum contact length when the pneumatic tire is driven at a speed of 200 km / h and the length L2 at the position of the maximum contact length when the pneumatic tire is driven at a speed of 30 km / h by the length L2 is 5% or less, as described in any of disclosures 1 to 6. [Disclosure 8] The tread portion has a specified orientation for mounting on the vehicle. The tread portion includes a first tread end and a second tread end, which are located on the outer and inner sides of the vehicle when mounted on the vehicle. The sound dampening body includes a first outer end located on the side of the first tread end relative to the tire equator in the tire axial direction, and a second outer end located on the side of the second tread end relative to the tire equator. A pneumatic tire with a sound damper according to any one of disclosures 1 to 7, wherein the first outer end is located closer to the tire equator than the second outer end. [Explanation of symbols]

[0050] 1. Pneumatic tire 20 Sound damping body 20a Outer end of sound dampener C Tire Equator X Maximum ground length X1 Position of maximum grounding length T-type pneumatic tire with sound dampening element T1 First tire axial

Claims

1. A pneumatic tire with a sound damper, comprising a pneumatic tire having a tread portion and a sponge-like sound damper disposed on the inner surface of the tire cavity of the tread portion, In a 3-degree camber contact state, where a normal load is applied to the pneumatic tire in its normal state and it is tilted at a camber angle of 3 degrees in the first tire axial direction and made contact with a flat surface, the contact surface of the tread portion has the maximum contact length, which is the length in the circumferential direction of the tire. The sound dampening body extends at least in the axial direction of the first tire from the tire equator, The length A in the tire axial direction between the outer end of the sound damper on the first tire axial side and the tire equator is 0.7 times or more the distance B in the tire axial direction from the tire equator to the position of the maximum contact length. If the length A is 1.0 times or more the distance B, then the thickness of the sound damper at the position of the maximum contact length is smaller than the maximum thickness of the sound damper. The sound dampening body has an outer surface that is separated from the inner surface of the tire, The outer surface is positioned so as to straddle the position of the maximum contact length in the tire axial direction. Pneumatic tires with sound-dampening elements.

2. The pneumatic tire with a sound dampener according to claim 1, wherein the length A is 1.2 times or less the distance B.

3. The pneumatic tire with a sound damper according to claim 1 or 2, wherein if the length A is 1.0 times or more the distance B, the thickness of the sound damper at the position of the maximum contact length is 10% to 70% of the maximum thickness of the sound damper.

4. The pneumatic tire with a sound damper according to any one of claims 1 to 3, wherein the maximum thickness of the sound damper is 50 mm or less.

5. The pneumatic tire with a sound damper according to any one of claims 1 to 4, wherein at the position of the maximum contact length, the sum of the thickness of the tread portion and the thickness of the sound damper is 35 mm or less.

6. The tread portion has a carcass and a band layer arranged on the radially outer side of the carcass. The band layer includes an edge band having an inner end in the tire axial direction on the first tire axial side of the tire equator, The pneumatic tire with a sound damper according to any one of claims 1 to 5, wherein the third distance in the tire axial direction between the inner end of the edge band and the tire equator is 80% to 150% of the distance B.

7. In a normal load state, where a normal load is applied to the pneumatic tire in its normal state and it is in contact with a plane with a camber angle of 0 degrees, the length change rate ((L1-L2) / L2×100) obtained by dividing the difference (L1-L2) between the length L1 at the position of the maximum contact length when the pneumatic tire is driven at a speed of 200 km / h and the length L2 at the position of the maximum contact length when the pneumatic tire is driven at a speed of 30 km / h by the length L2 is 5% or less, as described in any one of claims 1 to 6.

8. The tread portion has a specified orientation for mounting on the vehicle. The tread portion includes a first tread end and a second tread end, which are located on the outer and inner sides of the vehicle when mounted on the vehicle. The sound dampening body includes a first outer end located on the side of the first tread end relative to the tire equator in the tire axial direction, and a second outer end located on the side of the second tread end relative to the tire equator. The pneumatic tire with a sound damper according to any one of claims 1 to 7, wherein the first outer end is located closer to the tire equator than the second outer end.

9. The sound dampening body has a second portion in which the distance between the sound dampening body and the inner lumen surface in the tire radial direction increases toward the outside in the tire axial direction, as described in any one of claims 1 to 8.

Images