The tire comprises a tread, a crown reinforcement and at least one crown layer. The crown layer has an axial width (L.sub.2) that is at least two-thirds of a maximum axial width (L.sub.1) of the tire and has a concave portion with axial limits (M.sub.2, M′.sub.2) on either side of an equatorial plane (XZ). The tire further includes a carcass reinforcement which has at least one carcass layer with a concave portion that has axial limits (M.sub.3, M′.sub.3) on either side of the equatorial plane (XZ). The radial distance (d) between the respective concave portions is at a maximum in the equatorial plane (XZ) and decreases continuously from the equatorial plane (XZ) as far as the axial limits (M.sub.2, M′.sub.2) of the said concave portions axially closest to the equatorial plane (XZ), where it reaches a minimum value (d.sub.M).

The tire comprises a tread, a crown reinforcement and at least one crown layer. The crown layer has an axial width (L.sub.2) that is at least two-thirds of a maximum axial width (L.sub.1) of the tire and has a concave portion with axial limits (M.sub.2, M′.sub.2) on either side of an equatorial plane (XZ). The tire further includes a carcass reinforcement which has at least one carcass layer with a concave portion that has axial limits (M.sub.3, M′.sub.3) on either side of the equatorial plane (XZ). The radial distance (d) between the respective concave portions is at a maximum in the equatorial plane (XZ) and decreases continuously from the equatorial plane (XZ) as far as the axial limits (M.sub.2, M′.sub.2) of the said concave portions axially closest to the equatorial plane (XZ), where it reaches a minimum value (d.sub.M).

In a pneumatic tire, a carcass layer is between bead portions, a bead core is in each bead portion, a reinforcement layer is on an outer side of the carcass layer, and a tread rubber layer is on the outer side of the reinforcement layer. A pair of first boundary lines passes through an intersection of an extension of a side arc forming a tread profile and an extension of a shoulder arc and orthogonal to a tire inner surface, a pair of second boundary lines passes through a rim check line and orthogonal to the tire inner surface, first to third regions are defined which have cross sectional areas of SA, SB, and SC, respectively, and the first to third regions respectively have lengths of a, b, and c along the tire inner surface such that 7.5≤SA/a≤11.5 and 2.0≤SB/b≤6.0 are satisfied.

A wheel for vehicles includes: a rim and a tire mounted on the rim and inflated to an operating pressure; axial end portions of a tread band of the tire radially spaced apart the same distance from a rotation axis of the wheel and a median circumferential line of the tread band axially shifted by a predetermined distance relative to a mid-line plane of the wheel; the wheel mounted on a car with a camber angle substantially zero and with the median circumferential line shifted toward the outside of the car relative to the mid-line plane.

Disclosed is a combined tire, including a tire casing and a core. The tire casing is an annular member having a core groove around the periphery; the core is an annular member nested within the core groove of the tire casing in an interference fit, and forms a gap with the inner wall of the core groove of the tire casing. The present invention can ensure high production efficiency. The tire casing and the core of the present invention can employ materials of different hardness, offering better comfort.

Disclosed is a combined tire, including a tire casing and a core. The tire casing is an annular member having a core groove around the periphery; the core is an annular member nested within the core groove of the tire casing in an interference fit, and forms a gap with the inner wall of the core groove of the tire casing. The present invention can ensure high production efficiency. The tire casing and the core of the present invention can employ materials of different hardness, offering better comfort.

A low compaction cantilevered tire construction is provided which is designed for use at relatively low inflation pressures and which has sidewalls with a relatively uniform bending resistance through the majority of the sidewall. When the tire is placed under high loads at low inflation pressures the sidewall deflects substantially radially and allows the tread portion of the tire to maintain its intended shape thus improving the contact area of the tire and providing a tire having a relatively high contact area and thus relatively low soil compaction for a given loading.

A low compaction cantilevered tire construction is provided which is designed for use at relatively low inflation pressures and which has sidewalls with a relatively uniform bending resistance through the majority of the sidewall. When the tire is placed under high loads at low inflation pressures the sidewall deflects substantially radially and allows the tread portion of the tire to maintain its intended shape thus improving the contact area of the tire and providing a tire having a relatively high contact area and thus relatively low soil compaction for a given loading.

A non-pneumatic tire and rim assembly having a wheel having a first and second bead ring, wherein the non-pneumatic tire has a crown region and a first and second sidewall region; wherein the first and second sidewall regions each extend from the crown and terminate into a first and second respective bead area, wherein the first and second bead area are each mounted on the first and second bead ring, respectively; wherein each bead area is located axially outward of the crown region of the non-pneumatic tire when mounted on the wheel, and wherein the non-pneumatic tire further includes a reinforcement ply which extends from the first bead area to the second bead area.

Provided is a pneumatic tire for which rolling resistance at high speed running is sufficiently reduced and durability is sufficiently improved. The pneumatic tire has a side portion, a thickness S (mm) of a rubber layer radially outside a carcass on the side portion at the maximum tire width position is 3 mm or less, the loss tangent of the rubber layer measured under the conditions of 70° C., a frequency of 10 Hz, an initial distortion of 5%, and a dynamic distortion rate of 1% is 0.15 or less, and when the cross-sectional width of the tire is Wt (mm) and the outer diameter is Dt (mm) when installed on a regular rim and the internal pressure is 250 kPa, the volume of the space occupied by the tire is the virtual volume V (mm.sup.3), the following (formula 1) and (formula 2) are satisfied.

1700≤(Dt.sup.2×π/4)/Wt≤2827.4  (formula 1)

[(V+1.5×10.sup.7)/Wt]≤2.88×10.sup.5  (formula 2)