a pneumatic tire according to a first embodiment of the present invention will be explained with reference to the accompanying drawings . in particular , an explanation will be given of sections : ( 1 ) general configuration of a pneumatic tire , ( 2 ) configuration of a part ranging from a bead portion to a sidewall portion , ( 3 ) functions and effects , and ( 4 ) other embodiments . in the following drawings , the same or like reference signs are given to the same or like parts . it is to be noted that the drawings are schematic and the dimensions or ratios are different from real values . therefore , actual dimensions should be determined according to the following explanations . the drawings include parts of different dimensions or ratios . hereinafter , a general configuration of a pneumatic tire will be explained with reference to the drawings . fig1 is a diagram explaining a configuration of a pneumatic tire 1 . the pneumatic tire 1 comprises a pair of bead portions 12 having a bead core 11 , a pair of sidewall portions 13 , and a tread portion 14 contiguous to a pair of sidewall portions . fig1 shows a bead core 11 , a bead portion 12 , and a sidewall portion 13 of only one side with respect to an equator line cl in the pneumatic tire 1 . the pneumatic tire 1 is provided with a carcass 20 toroidally extending between a pair of bead cores 11 . a plurality of belt layers 15 is provided between a tread portion 14 and a carcass 20 . a pneumatic tire 1 is installed in a standard rim 100 . the standard rim 100 means a rim defined by standards . the standards are determined by industrial standards valid in districts where a tire is manufactured or used . for example , “ year book of the tire and rim association inc ” in u . s . a , “ standards manual of the european tire and rim technical organization ” in europe , and “ jatma year book of japan automobile and tire association ” in japan . the carcass 20 has a carcass body 21 and a carcass turn - up portion 22 . the carcass turn - up portion 22 is rewound around the bead core 11 from inside toward outside of the tire , and is extended outside in the radial direction of the tire . between the toroidally carcass body 21 and the carcass turn - up portion 22 turned up from the bead core 11 , a bead filler 31 and a rubber sheet 32 are arranged . the bead filler 31 is located more outside than the bead core 11 in the tire radial direction . the rubber sheet 32 is located more outside than the bead filler 31 in the tire radial direction . in the embodiment , the bead filler 31 forms a first filling material , and the rubber sheet 32 forms a second filling material . an end 32 a of the rubber sheet 32 is located more inside in the tire radial direction than the end 22 a of the carcass turn - up portion 22 in the tire radial direction . between an end 31 a of the bead filler 31 outside in the tire radial direction and an end 32 b of the rubber sheet 32 inside in the tire radial direction , a space d is provided . in the embodiment , the carcass body 21 and carcass turn - up portion 22 contact each other more outside than the end 32 a of the rubber sheet 32 in the tire radial direction . ( 2 ) configuration of a part ranging from a bead portion to a side wall portion fig2 is a magnified view explaining in detail a part ranging from a bead portion 12 to a side wall portion 13 of the pneumatic tire 1 according to the embodiment . in the pneumatic tire 1 , the length from the innermost position of the carcass body 21 in the tire radial direction to the outermost position of the carcass body 21 in the tire radial direction ( called a carcass section height ) is expressed as csh . a flange line along the tire axial direction passing through an end 110 a of a rim flange portion 110 of the standard rim 100 outside in the tire radial direction is defined as fl . a carcass baseline along the tire axial direction passing through an end of the carcass body 21 inside in the tire radial direction is defined as bl . at this time , as shown in fig2 , the end 31 a of the bead filler 31 outside in the tire radial direction is formed to be interposed between a point p 1 at a length of 0 . 05 csh more outside than the flange line fl in the tire radial direction , and a point p 2 at a length of 0 . 10 csh more inside than the flange line fl in the tire radial direction . in other words , l 1 = 0 . 05 csh and l 2 = 0 . 10 csh in fig2 . the end 32 a of the rubber sheet 32 outside in the tire radial direction is formed to be located at a point p 3 at a length of 0 . 70 csh more outside than the carcass baseline bl along the tire axis direction passing through the end of the carcass body 21 inside in the tire radial direction , or at a position more inside than the point p 3 in the tire radial direction . the end 32 b of the rubber sheet 32 inside in the dire radial direction is formed to be located at a point p 4 identical to the flange line fl , or between the point p 4 and a point p 5 at a length of 0 . 15 csh more outside than the flange line fl in the tire radial direction . in other words , l 3 = 0 . 15 csh in fig2 . the length l 4 of the rubber sheet 32 along the carcass body 21 satisfies the relation 0 . 15 csh ≦ l ≦ 0 . 55 csh . the distance d 1 between the end 31 a of the bead filler 31 outside in the tire radial direction and the end 32 b of the rubber sheet 32 inside in the tire radial direction ( i . e ., the length of the space d along the carcass body 31 ) is over 5 mm and below 15 mm . the thickness d 2 of the rubber sheet 32 in the normal direction of the carcass body 31 is over 0 . 5 mm and below 5 . 0 mm . more preferably , the thickness d 2 is over 1 . 0 mm and below 2 . 0 mm . the distance between the end 31 a of the bead filler 31 outside in the tire radial direction and the end 32 b of the rubber sheet 32 along the tire radial direction inside in the tire radial direction satisfies the relation 0 . 04 csh ≦ d 3 ≦ 0 . 15 csh . an elastic modulus of the rubber sheet 32 is over 20 % and below 50 % of the elastic modulus of the bead filler 31 . the elastic modulus mentioned here indicates the value measured by measuring the reaction force when a sine wave is applied to a rubber sample at a temperature of 50 ° c ., a frequency of 15 hz , and a distortion of 5 %. specifically , for example , the elastic modulus can be measured by using a viscoelasticity measuring apparatus manufactured by rheometrics inc . a loss tangent ( tan δ ) of the rubber sheet 32 is over 10 % and below 30 % of the loss tangent of the bead filler 31 . in a conventional pneumatic tire , when a sidewall portion deforms like falling outside in the tier width direction in an area where a pneumatic tire contacts a rim flange portion , the tire suffers a compressive deformation pressed to a rim flange portion in the vicinity of the origin of the deformation , and is compressed in the direction along a carcass body . in other words , in the vicinity of the origin of the deformation , a hysteresis loss that becomes a factor to decrease a rolling resistance occurs . further , as the stiffness of the bead filler is higher than the stiffness of rubber material forming a bead portion and a sidewall portion , an end of a bead filler outside in the tire width direction becomes a stiffness step , and deformation is likely to occur at this position . as described above , when deformation that becomes a factor to cause a hysteresis loss occurs at several positions in a sidewall portion and a bead portion , the deformed rubber volume increases , and a hysteresis loss increases . on the other hand , in the pneumatic tire 1 according to the embodiment , the bead filler 31 is located more outside than the bead core 11 in the tire radial direction , the rubber sheet 32 is located more outside than the bead filler 31 in the tire radial direction , and the space d is provided between the end 31 a of the bead filler 31 outside in the tire radial direction and the end 32 b of the rubber sheet 32 inside in the tire radial direction . the space d is filled with a rubber with a stiffness lower than that of the first and second filling materials , such as a rubber coating the carcass 20 . therefore , the stiffness of the bead portion 13 of the pneumatic tire 1 is lower than the stiffness of a bead portion of a conventional pneumatic tire that the space d is filled with a filling material such as a rubber with a high stiffness . thus , the pneumatic tire 1 is easy to locally deform in the space d of the bead portion 13 . in other words , in the pneumatic tire 1 , the parts easy to deform are intentionally concentrated to decrease the volume of deformed rubber , thereby decreasing a hysteresis loss . while decreasing the volume of deformed rubber , in the pneumatic tire 1 , the rubber sheet 32 is located in being held by the carcass body 21 and carcass turn - up portion 22 with an appropriate interval taken from the space d contributing to deformation . by making such a sandwich structure as to hold a rubber between structures with high hardness ( the carcass body 21 and the carcass turn - up portion 22 ), a part with a high stiffness is formed more outside than the space d in the pneumatic tire 1 . as described above , as the pneumatic tire 1 is so configured that the sidewall portion 13 is prevented from the influence of decreasing the stiffness in a local part of the bead portion 12 , it is possible to prevent deterioration of the driving stability due to setting a stiffness low in the radial direction of the part ranging from the bead portion 12 to the sidewall portion 13 . by making a structure that the carcass body 21 and the carcass turn - up portion 22 contact each other more outside than the end 32 a of the rubber sheet 32 in the tire radial direction , a stronger sandwich structure can be made , and the stiffness of the pneumatic tire 1 more outside than the space d in the tire radial direction can be enhanced . in the pneumatic tire 1 , the end 31 a of the bead filler 31 is formed to be interposed between the point p 1 and point p 2 , and the end 32 b of the rubber sheet 32 is formed at the point p 4 , or between the point p 4 and the point p 5 more outside than the point p 4 in the tire radial direction . by configuring the pneumatic tire 1 as described above , the local deformation part corresponding to the space d formed in the bead portion 13 can be aligned with the area where the pneumatic tire 1 contacts the standard rim 100 . in this configuration , the part ranging from the bead portion 12 to the sidewall portion 13 becomes easy to deform in the part contacting the standard rim 100 that function as a fulcrum . the end 32 a of the rubber sheet 32 is formed to be located at the point p 3 or more inside than the point p 3 in the tire radial direction . in the pneumatic tire 1 , the length l of the rubber sheet 32 along the carcass body 21 satisfies the relation 0 . 15 csh l 0 . 4 csh . thus , it is possible to increase the stiffness of the area contributing to the effect of increasing the lateral stiffness in the sidewall portion 13 . the interval d 1 between the end 31 a of the bead filler 31 and the end 32 b of the rubber sheet 32 is preferably over 5 mm and below 10 mm . the distance d 3 along the tire radial direction between the end 31 a of the bead filler 31 outside in the tire radial direction and the end 32 b of the rubber sheet 32 inside in the tire radial direction preferably satisfies the relation 0 . 04 csh ≦ d 3 ≦ 0 . 15 csh . by setting such an interval , the part ranging from the bead portion 12 to the sidewall portion 13 can be aligned with the part contacting the standard rim 100 , and the effect to absorb some of the deformation of the whole pneumatic tire 1 can be increased . the thickness d 2 of the rubber sheet 32 in the normal direction of the carcass body 31 is over 0 . 5 mm and below 5 . 0 mm . preferably , the thickness d 2 is over 1 . 0 mm and below 2 . 0 mm . when the thickness of the sidewall portion 13 increases , the lateral stiffness can be increased , but a hysteresis loss is likely to occur . thus , the thickness d 2 of the rubber sheet 32 in the normal direction of the carcass body 31 forming the sidewall portion 13 is preferably set within the above range . an elastic modulus of the rubber sheet 32 is over 20 % and below 50 % of the elastic modulus of the bead filler 31 . a higher elastic modulus of the rubber sheet 32 is preferable . a loss tangent ( tan δ ) of the rubber sheet 32 is over 10 % and below 30 % of the loss tangent of the bead filler 31 . a hysteresis loss increases when the tan δ is large , and decreases when the tan δ is small . thus , a smaller tan δ is preferable to prevent an extra rolling resistance . although the present invention has been described in terms of preferred embodiments , the foregoing discussion and drawings are not to be understood as restrictive of the invention . it will be appreciated that various alternative embodiments , examples might by those skilled in the art . as described above , many embodiments not disclosed herein are to be understood as included in the present invention . the scope of the invention should , therefore , be defined by the appended claims . we manufactured a conventional tire and a tire according to the embodiment , and compared the rolling resistance and driving stability . a tire was provided with one carcass ply , two belt layers crossing at an angle of 66 ° with respect to a tread width direction along the width of a tread , and a circumferential reinforcing layer made of nylon disposed outside in the tire radial direction of the belt layer . the tire size was 195 / 65r15 . we manufactured the tires of comparative example 2 to 20 and embodiment 1 to 22 by changing the position of the end of a first filling material outside in the tire radial direction , the position of the end of a second filling material outside a tire radial direction , and the position of the end of a second filling material inside in the tire radial direction . a tire not having a second filling material was considered to be a comparative example tire . we installed the tires of comparative example and embodiment in a rated rim defined by jatma ( 6 j in the embodiment ), and obtained a rolling resistance by using a drum test machine having an iron plate surface with a diameter of 1 . 7 m . the measuring conditions were 80 km / h , 4 . 5 kn , 210 kpa at speed , load , internal pressure , respectively . table 1 shows the results expressed by the indexes assuming the results of the tire of comparative example 1 to be 100 . we measured a lateral spring constant at a load as an index of driving stability . specifically , a load of 4 . 5 kn was applied , the axle was pulled in the tire lateral direction , and a lateral spring constant was measured . table 1 shows the results expressed by the indexes assuming the results of the tire of comparative example 1 to be 100 . in table 1 , the position of the end of the first filling material outside in the tire radial direction  1 is represented by “+” when it is more outside than the flange line fl shown in fig2 in the tire radial direction , and is expressed by “−” when it is more inside than the flange line fl in the tire radial direction . the numeric value is a ratio to csh (%). the position of the end of the second filling material outside in the tire radial direction  2 is the distance from the carcass baseline bl toward outside in the tire radial direction . the numeric value is a ratio to csh (%). the position of the end of the second filling material inside in the tire radial direction  3 is the distance from the flange line fl toward outside in the tire radial direction . the numeric value is a ratio to csh (%). the length of the second filling material  4 is expressed by a ratio to csh (%). according to the results shown in table 1 , the rolling resistance value is preferable when it is lower than 100 . in consideration of an error and from the viewpoint of market supremacy , it is acceptable when a difference is 2 % or more ( i . e ., an index value of 98 or less ). when improvement of 5 % or more is observed , it can be said especially great effect . the driving stability test shows a good reproducibility , and it can be acceptable when a difference is 1 % or more ( i . e ., an index value of 101 % or more ). a pneumatic tire according to a second embodiment of the present invention will be explained with reference to the accompanying drawings . in particular , an explanation will be given of sections : ( 1 ) general configuration of a pneumatic tire , ( 2 ) configuration of a part ranging from a bead portion to a sidewall portion , ( 3 ) functions and effects , and ( 4 ) other embodiments . in the following drawings , the same or like reference signs are given to the same or like parts . it is to be noted that the drawings are schematic and the dimensions or ratios are different from real values . therefore , actual dimensions should be determined according to the following explanations . the drawings include parts of different dimensions or ratios . hereinafter , a general configuration of a pneumatic tire will be explained with reference to the drawings . fig3 is a sectional view in the tire width direction showing a configuration of a pneumatic tire 1 a . the pneumatic tire 1 a according to the embodiment has a rim guard , and assumes a tire with a small tire profile . a configuration of the pneumatic tire 1 a will be described in detail . the pneumatic tire 1 a according to the present embodiment comprises a pair of bead portions 112 having a bead core 111 , a pair of sidewall portions 113 , and a tread portion 114 contiguous to the sidewall portion . fig3 shows a bead core 111 , a bead portion 112 , and a sidewall portion 113 of only one side with respect to an equator line cl in the pneumatic tire 1 a . the pneumatic tire 1 a is provided with a carcass 120 toroidally extending between a pair of bead cores 111 . a plurality of belt layers 115 is provided between a tread portion 114 a carcass 120 . the pneumatic tire 1 a is installed in a standard rim 100 a . the standard rim 100 a means a rim defined by standards . the standards are determined by industrial standards valid in districts where a tire is manufactured or used . for example , “ year book of the tire and rim association inc ” in u . s . a , “ standards manual of the european tire and rim technical organization ” in europe , and “ jatma year book of japan automobile and tire association ” in japan . the carcass 120 has a carcass body 121 and a carcass turn - up portion 122 . the carcass turn - up portion 122 is rewound around the bead core 111 from inside toward outside of the tire , and is extended outside in the tire radial direction . between the toroidally carcass body 121 and the carcass turn - up portion 122 turned up at the bead core 111 , a bead filler 131 and a rubber sheet 132 are disposed . the bead filler 131 is located more outside than the bead core 111 in the tire radial direction . the rubber sheet 132 is located more outside than the bead filler 131 in the tire radial direction . in the embodiment , the bead filler 131 forms a first filling material , and the rubber sheet 132 forms a second filling material . an end 132 a of the rubber sheet 132 outside in the tire radial direction is disposed at a position substantially the same level as the end 122 a of the carcass turn - up portion 122 outside in the tire radial direction . the end 132 a of the rubber sheet 132 outside in the tire radial direction may be disposed more inside than the end 122 a of the carcass turn - up portion 122 in the tire radial direction , or may be disposed outside in the tire radial direction . a space da is provided between the end 131 a of the bead filler 131 outside in the tire radial direction and the end 132 b of the rubber sheet 132 inside in the tire radial direction . the example of fig3 shows a case where the carcass body 121 and carcass turn - up portion 122 do not contact each other more outside than the end 132 a of the rubber sheet 132 in the tire radial direction . however , the carcass body 121 may contact the carcass turn - up portion 122 . in the embodiment , the sidewall portion 113 is provided with a rim guard 150 projecting toward outside in the tire width direction . the rim guard 150 is disposed more outside than the standard rim 100 in the tire radial direction . the rim guard 150 is formed so that a rim guard top 151 located most outside in the tire width direction is located more outside than the standard rim 100 a in the tire width direction . ( 2 ) configuration of a part ranging from a bead portion to a side wall portion fig4 is a magnified view explaining in detail a part ranging from a bead portion 112 to a side wall portion 113 of the pneumatic tire 1 a according to the embodiment . in the pneumatic tire 1 a , the length from the innermost position of the carcass body 121 in the tire radial direction to the outermost position of the carcass body 121 in the tire radial direction ( called a carcass section height ) is expressed as csh . a carcass baseline along the tire axial direction passing through an end of the carcass body 121 inside in the tire radial direction is defined as bl . a top line along the tire axial direction passing through the rim guard top 151 of the rim guard 150 located most outside in the tire width direction is defined as pl . the end 131 a of the bead filler 131 outside in the tire radial direction is formed to be interposed between a point p 13 at a length of 0 . 15 csh more outside than the top line pl in the tire radial direction , and a point p 14 at a length of 0 . 05 csh more inside than the top line pl in the tire radial direction . in other words , l 13 = 0 . 15 csh and l 14 = 0 . 05 csh in fig4 . the end 132 b of the rubber sheet 132 inside in the dire radial direction is formed to be located at a point p 14 at a length of 0 . 05 and a point p 15 at a length of 0 . 2 more outside than the top line pl in the tire radial direction . in other words , l 15 = 0 . 2 csh in fig4 . a space da ( predetermined space ) is provided between the end 131 a of the bead filler 131 outside in the tire radial direction and the end 132 b of the rubber sheet 132 inside in the tire radial direction . when the end 132 a of the rubber sheet 132 and the end 132 b of the rubber sheet 132 are shaped in tapered form , both the end 132 a and end 132 b can be disposed on the line ( the line including the point p 14 ) at a length of 0 . 05 csh more outside than the top line pl in the tire radial direction . in this case , the space da is provided between the end 131 a of the bead filler 131 and the end 132 b of the rubber sheet 132 . the space da provided as described above is filled with a rubber such as a coating rubber or the like that coating the carcass 120 with a stiffness lower than that of the bead filler 131 and rubber sheet 132 . in other words , the stiffness of material disposed in the space da is lower than that of the bead filler 131 and rubber sheet 132 . when expressed as an elastic modulus , the elastic modulus of the material disposed in the space da provided between the bead filler 131 and the rubber sheet 132 is lower than the elastic modulus of the rubber sheet 132 . the elastic modulus of the material disposed in the space da provided between the bead filler 131 and the rubber sheet 132 is over 3 % and below 20 % of the elastic modulus of the bead filler 131 . an elastic modulus is a value measured by measuring a reaction force when a sine wave is applied to a rubber sample at a temperature of 50 ° c ., a frequency of 15 hz , and a distortion of 5 %. specifically , for example , an elastic modulus can be measured by using a viscoelasticity measuring apparatus manufactured by rheometrics inc . a loss tangent ( tan δ ) of the material disposed in the space da provided between the bead filler 131 and the rubber sheet 132 is over 10 % and below 50 % of the loss tangent ( tan δ ) of the bead filler 131 . the end 132 a of the rubber sheet 132 outside in the tire radial direction is formed to be located at a point p 16 at a length of 0 . 70 csh more outside than the carcass baseline in the tire radial direction , or at a position more inside than the point p . 16 in the tire radial direction . the length l 21 of the rubber sheet 132 along the carcass body 121 satisfies the relation 0 . 15 csh ≦ l ≦ 0 . 4 csh . the distance l 22 between the end 131 a of the bead filler 311 outside in the tire radial direction and the end 132 b of the rubber sheet 132 inside in the tire radial direction ( i . e ., the length of the space da along the carcass body 121 ) is over 3 mm and below 15 mm . the thickness d 11 of the rubber sheet 132 in the normal direction of the carcass body 121 is over 0 . 5 mm and below 5 . 0 mm . preferably , the thickness d 11 is over 1 . 0 mm and below 2 . 0 mm . the elastic modulus of the rubber sheet 132 is over 10 % and below 50 % of the elastic modulus of the bead feeler 131 . a loss tangent ( tan δ ) of the rubber sheet 132 is over 10 % and below 50 % of the loss tangent of the bead filler 131 . in a conventional pneumatic tire , when a sidewall portion deforms like falling outside in the tier width direction in an area where a pneumatic tire contacts a rim flange portion , the tire suffers a compressive deformation pressed to a rim flange portion in the vicinity of the origin of the deformation , and is compressed in the direction along a carcass body . in other words , in the vicinity of the origin of the deformation , a hysteresis loss that becomes a factor to decrease a rolling resistance occurs . further , as the bead filler stiffness is higher than the stiffness of rubber material forming a bead portion and a sidewall portion , an end of the bead filler outside in the tire width direction becomes a stiffness step , and deformation is likely to occur at this position . in a pneumatic tire having a rim guard in a sidewall portion , an origin of deformation is likely to occur in the vicinity of a rim guard top . as the volume of a rim guard projecting outside in the tire width direction is large , a pneumatic tire having a rim guard is likely to cause a hysteresis loss that becomes a factor to decrease a rolling resistance . as described above , when deformation causing a hysteresis loss occurs at several locations in a part ranging from a sidewall portion to a bead portion , the volume of the deformed rubber increases , and a hysteresis loss increases . on the other hand , in the pneumatic tire 1 a according to the embodiment , the bead filler 131 is located more outside than the bead core 111 in the tire radial direction , the rubber sheet 132 is located more outside than the bead filler 131 in the tire radial direction , and the space da is provided between the end 131 a of the bead filler 131 outside in the tire radial direction and the end 132 b of the rubber sheet 132 b inside in the tire radial direction . the space da is filled with a rubber with stiffness lower than that of the bead filler 131 and rubber sheet 132 , such as a rubber for coating the carcass 20 . the elastic modulus of the material disposed in the space da is lower than the elastic modulus of the rubber sheet 132 . the elastic modulus of the material disposed in the space da is over 3 % and below 20 % of the elastic modulus of the bead filler 131 . thus , in the pneumatic tire 1 a according to the embodiment , the elastic modulus of the material disposed in the space da is lower than the elastic modulus of a conventional pneumatic tire that the space da is filled with a filling material with a high elastic modulus such as a rubber . therefore , the pneumatic tire 1 a is easy to locally deform in the space da . in other words , in the pneumatic tire 1 a , the parts easy to deform are intentionally concentrated to decrease the volume of deformed rubber , thereby decreasing a hysteresis loss . a loss tangent ( tan δ ) of the material disposed in the space da is over 10 % and below 50 % of the loss tangent ( tan δ ) of the bead filler 131 . a hysteresis loss increases when the tan δ is large , and decreases when the tan δ is small . therefore , a rolling resistance can be prevented by setting the tan δ of the material disposed in the locally deforming space da within the above range . while decreasing the deformed rubber volume , in the pneumatic tire 1 a , the rubber sheet 132 is located in being held by the carcass body 121 and carcass turn - up portion 122 with an appropriate interval taken from the space da contributing to deformation . by making such a sandwich structure as to hold the rubber sheet 132 between structures with a high hardness ( the carcass body 121 and the carcass turn - up portion 122 ), a part with a high stiffness is formed more outside than the space da of the pneumatic tire 1 a in the tire radial direction . as described above , as the pneumatic tire 1 a is so configured that the sidewall portion 113 is prevented from the influence of decreasing the stiffness of the space da , it is possible to prevent deterioration of the driving stability due to setting a stiffness low in the radial direction of the part ranging from the bead portion 112 to the sidewall portion 113 . in the pneumatic tire 1 a , the end 131 a of the bead filler 131 is formed to be interposed between the point p 13 and the point p 14 , and the end 132 b of the rubber sheet 132 is formed to be interposed between the point p 14 and the point p 15 . by configuring the pneumatic tire 1 a as described above , the local deformation area corresponding to the space da can be aligned with the part in the vicinity of the top line pl along the tire axial direction passing through the rim guard top 151 . in this configuration , the part ranging from the bead portion 112 to the sidewall portion 113 becomes easy to deform in the part in the vicinity of the top line pl of the rim guard top 151 that functions as a fulcrum . in other words , in the pneumatic tire 1 a , consider the rim guard 150 , the parts easy to deform are intentionally concentrated to decrease the volume of deformed rubber , thereby decreasing a hysteresis loss . the end 132 a of the rubber sheet 132 is formed to be located at the point p 16 at a distance of 0 . 7 csh from the carcass baseline , or more inside than the point p 16 in the tire radial direction . in the pneumatic tire 1 a , the length l of the rubber sheet 132 along the carcass body 121 satisfies the relation 0 . 15 csh ≦ l 21 ≦ 0 . 4 csh . thus , it is possible to increase the stiffness of the area contributing to the effect of increasing the lateral stiffness in the sidewall portion 113 . in the pneumatic tire 1 a , the interval l 22 between the end 131 a of the bead filler 311 and the end 132 b of the rubber sheet 132 ( that is , the length of the space da along the carcass body 121 ) is preferably over 3 mm and below 15 mm . by setting such an interval , the local deformation part can be aligned with the top line pl along the tire axial direction passing through the rim guard top 151 , and the effect to absorb some of the deformation of the whole pneumatic tire 1 a can be increased . the thickness d 11 of the rubber sheet 132 in the normal direction of the carcass body 121 is over 0 . 5 mm and below 5 . 0 mm . preferably , the thickness d 11 of the rubber sheet 132 is over 1 . 0 mm and below 2 . 0 mm . when the thickness of the sidewall portion 113 increases , the lateral stiffness can be increased , but a hysteresis loss is likely to occur . thus , the thickness d 11 of the rubber sheet 132 in the normal direction of the carcass body 121 forming the sidewall portion 113 is preferably set within the above range . an elastic modulus of the rubber sheet 132 is over 10 % and below 50 % of the elastic modulus of the bead filler 131 . an elastic modulus of the rubber sheet 132 is preferably as high as possible within the above range . a loss tangent ( tan δ ) of the rubber sheet 132 is over 10 % and below 50 % of the loss tangent of the bead filler 131 . to prevent an extra rolling resistance , the tan δ of the rubber sheet 132 is preferably as small as possible within the above range . although the present invention has been described in terms of preferred embodiments , the foregoing discussion and drawings are not to be understood as restrictive of the invention . it will be appreciated that various alternative embodiments , examples might by those skilled in the art . for example , the first embodiment and second embodiment can be combined . as described above , many embodiments not disclosed herein are to be understood as included in the present invention . the scope of the invention should , therefore , be defined by the appended claims . we manufactured a conventional pneumatic tire and a pneumatic tire according to the present embodiment , and compared the rolling resistance and driving stability . a pneumatic tire was provided with one carcass ply , two belt layers crossing at an angle of 66 ° with respect to a tread width direction along the width of a tread , and a circumferential reinforcing layer made of nylon disposed outside in the tire radial direction of the belt layer . a pneumatic tire having a rim guard in a sidewall portion was prepared . the tire size was 225 / 45r17 . a rim guard top was outside in the tire radial direction at a distance of 0 . 245 csh from a carcass baseline . one not including a second filling material ( a rubber sheet 132 ) was considered to be a pneumatic tire of comparative example 1 . we manufactured the tires of comparative example 2 to 20 and embodiment 1 to 20 by changing the position of an end of a first filling material ( a bead filler 131 ) outside in the tire radial direction , the position of an end of a second filling material outside in the tire radial direction , the position of an end of a second filling material ( a rubber sheet 132 ) inside in the tire radial direction , the elastic modulus of first filling material and second filling material , and the loss tangents of first filling material and second filling material . table 2 shows the concrete specifications of the comparative examples and embodiments . we installed the tires of comparative example and embodiment in a rated rim defined by jatma ( 7 . 5 j in the embodiment ), and obtained a rolling resistance by using a drum test machine having an iron plate surface with a diameter of 1 . 7 m . the measuring conditions were at speed of 80 km / h , load of 4 . 41 kn , internal pressure of 230 kpa , respectively . table 2 shows the results expressed by the indexes assuming the results of the tire of comparative example 1 to be 100 . we measured a lateral spring constant at a load as an index of driving stability . specifically , a load of 4 . 41 kn was applied , the axle was pulled in the tire lateral direction , and a lateral spring constant was measured . table 2 shows the results expressed by the indexes assuming the results of the tire of comparative example 1 to be 100 . in table 2 , the position of the end of the first filling material outside in the tire radial direction  1 is represented by “+” when it is more outside than the top line pl shown in fig4 in the tire radial direction , and is expressed by “−” when it is more inside than the flange line pl in the tire radial direction . the numeric value is a ratio to csh (%). the position of the end of the second filling material outside in the tire radial direction  2 is the distance from the carcass baseline bl toward outside in the tire radial direction . the numeric value is a ratio to csh (%). the position of the end of the second filling material inside in the tire radial direction  3 is the distance from the flange line pl toward outside in the tire radial direction . the numeric value is a ratio to csh (%). the length of the second filling material  4 is expressed by a ratio to csh (%). according to the results shown in table 2 , the rolling resistance value is preferable when it is lower than 100 . the driving resistance is preferable when it is higher than 100 . in consideration of an error and from the viewpoint of market supremacy , the rolling resistance test is acceptable when a difference is 2 % or more ( i . e ., an index value of 98 or less ). when an improvement of 5 % or more is observed , it can be said an especially large effect . the driving stability test shows a good reproducibility , and it can be acceptable when a difference is 1 % or more ( i . e ., an index value of 101 % or more ). as shown in table 2 , it is proved that the embodiment 1 to 16 realizes both decreased rolling resistance and improved driving stability , compared with the comparative example 1 to 8 . all the contents of japanese patent application no . 2010 - 234658 ( filed oct . 19 , 2010 ), and japanese patent application no . 2011 - 143088 ( filed jun . 28 , 2011 ) are incorporated in a present specification by reference . as described hereinbefore , the pneumatic tire according to the present invention realizes both decreased rolling resistance and improved driving stability at a high level , and is useful in the field of tire manufacturing .