JP2023044036A - tire - Google Patents

Abstract

To provide a tire having a small diameter that can make both step ride-over performance and fuel economy performance compatible.SOLUTION: A tire 1 comprises a pair bead cores 11 and 11, a carcass layer 13 stretched between the bead cores 11 and 11, a belt layer 14 arranged outside in a radial direction of the carcass layer 13, and a tread part. Outer diameters OD[mm] of the tire are in a range of 200≤OD≤660, and total widths SW[mm] of the tire are in a range of 100≤SW≤400. Groove area ratios Aa[%] in the whole area of the tread part are in a range of 25+100×(25.4/OD)≤Aa≤50+100×(25.4/OD).SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to a tire, and more particularly to a small-diameter tire capable of achieving both bump climbing performance and fuel efficiency.

In recent years, small-diameter tires have been developed to be mounted on vehicles with a lowered floor and an expanded interior space. Such a small-diameter tire is expected to reduce transportation costs because it has a small rotational inertia and a small tire weight. On the other hand, small-diameter tires are required to have a high load capacity. As a conventional tire related to such problems, the technique described in Patent Document 1 is known.

WO2020/122169

SUMMARY OF THE INVENTION An object of the present invention is to provide a small-diameter tire capable of achieving both bump climbing performance and fuel efficiency performance.

In order to achieve the above object, a tire according to the present invention includes a pair of bead cores, a carcass layer spanning the bead cores, a belt layer arranged radially outside the carcass layer, and a tread portion. A tire having a tire outer diameter OD [mm] in the range of 200 ≤ OD ≤ 660, a total tire width SW [mm] in the range of 100 ≤ SW ≤ 400, and a groove area of the entire tread portion The ratio Aa [%] is characterized by being in the range of 25+100×(25.4/OD)≦Aa≦50+100×(25.4/OD).

The tire according to the present invention has the advantage of achieving both the ability to climb over bumps and the fuel efficiency of the tire. Specifically, when the groove area ratio Aa [%] of the tread portion is within the above range, the bump climbing performance and the fuel efficiency performance of the tire are ensured.

FIG. 1 is a cross-sectional view of a tire according to an embodiment of the present invention taken along the tire meridian line. FIG. 2 is an enlarged view showing the tire shown in FIG. FIG. 3 is an explanatory diagram showing the lamination structure of the belt layers of the tire shown in FIG. 4 is an enlarged view showing the tread portion of the tire shown in FIG. 1. FIG. FIG. 5 is an enlarged view showing one side area of the tread shown in FIG. FIG. 6 is an enlarged view showing a side fall portion and a bead portion of the tire shown in FIG. 1; FIG. 7 is an enlarged view showing the sidewall portion shown in FIG. FIG. 8 is a diagram showing an example of the tread surface of the tread portion. FIG. 9 is a chart showing the results of performance tests of the tire according to the embodiment of the invention. FIG. 10 is a chart showing the results of performance tests of the tire according to the embodiment of the invention. FIG. 11 is a chart showing the results of performance tests of the tire according to the embodiment of the invention. FIG. 12 is a chart showing the results of performance tests of the tire according to the embodiment of the invention.

Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious to replace. Moreover, the multiple modifications described in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

[tire]
FIG. 1 is a cross-sectional view of a tire 1 according to an embodiment of the invention taken along the tire meridian line. This figure shows a cross-sectional view of one side area in the tire radial direction of the tire 1 mounted on the rim 10 . In this embodiment, a pneumatic radial tire for a passenger car will be described as an example of a tire.

In the figure, the cross section in the tire meridian direction is defined as a cross section when the tire is cut along a plane including the tire rotation axis (not shown). Also, the tire equatorial plane CL is defined as a plane that passes through the midpoint of the tire cross-sectional width defined by JATMA and is perpendicular to the tire rotation axis. The tire width direction is defined as a direction parallel to the tire rotation axis, and the tire radial direction is defined as a direction perpendicular to the tire rotation axis. Point T is the tire contact edge, and point Ac is the tire maximum width position.

The tire 1 has an annular structure centered on the tire rotation axis, and includes a pair of bead cores 11, 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, a tread rubber 15, a pair of sidewall rubbers 16, 16, a pair of rim cushion rubbers 17, 17, and an inner liner 18 (see FIG. 1).

A pair of bead cores 11, 11 are formed by winding one or a plurality of steel bead wires in a ring-shaped manner, and are embedded in the bead portions to constitute the cores of the left and right bead portions. The pair of bead fillers 12, 12 are arranged on the tire radial direction outer peripheries of the pair of bead cores 11, 11, respectively, to reinforce the bead portions.

The carcass layer 13 has a single layer structure consisting of one carcass ply or a multilayer structure consisting of a plurality of laminated carcass plies. configure. Further, both ends of the carcass layer 13 are wound back outward in the tire width direction so as to wrap the bead core 11 and the bead filler 12 and are locked. The carcass ply of the carcass layer 13 is formed by coating a plurality of carcass cords made of steel or an organic fiber material (for example, aramid, nylon, polyester, rayon, etc.) with a coating rubber and rolling them. It has a cord angle (defined as the inclination angle of the longitudinal direction of the carcass cord with respect to the tire circumferential direction) of 100 [deg] or less.

The belt layer 14 is formed by laminating a plurality of belt plies 141 to 144 and is placed around the outer circumference of the carcass layer 13 . 1, the belt plies 141-144 are composed of a pair of cross belts 141, 142, a belt cover 143, and a pair of belt edge covers 144, 144. In FIG.

The pair of cross belts 141 and 142 is constructed by coating a plurality of belt cords made of steel or organic fiber material with coat rubber and rolling the cords. defined as the inclination angle of the longitudinal direction of the belt cord with respect to the tire circumferential direction. The pair of cross belts 141 and 142 have cord angles with opposite signs, and are laminated with the longitudinal directions of the belt cords intersecting each other (so-called cross-ply structure). Also, the pair of cross belts 141 and 142 are laminated on the outer side of the carcass layer 13 in the tire radial direction.

The belt cover 143 and the pair of belt edge covers 144, 144 are configured by coating a belt cover cord made of steel or an organic fiber material with a coat rubber, and have a cord angle of 0 [deg] or more and 10 [deg] or less in absolute value. have. The belt cover 143 and the belt edge cover 144 are, for example, strip materials made by coating one or more belt cover cords with a coating rubber. It is configured by spirally winding a plurality of times in the tire circumferential direction. A belt cover 143 is arranged to cover the entire area of the cross belts 141 and 142, and a pair of belt edge covers 144 and 144 are arranged to cover the left and right edge portions of the cross belts 141 and 142 from outside in the tire radial direction.

The tread rubber 15 is arranged on the outer periphery of the carcass layer 13 and the belt layer 14 in the tire radial direction to constitute the tread portion of the tire 1 . Also, the tread rubber 15 includes a cap tread 151 and an undertread 152 .

The cap tread 151 is made of a rubber material having excellent grounding properties and weather resistance, and is exposed on the tread surface over the entire tire ground contact surface to constitute the outer surface of the tread portion. In addition, the cap tread 151 has a rubber hardness Hs_cap of 50 or more and 80 or less, a modulus M_cap [MPa] at 100 [%] elongation of 1.0 or more and 4.0 or less, and a loss tangent of 0.03 or more and 0.36 or less. tan δ_cap, preferably rubber hardness Hs_cap of 58 or more and 76 or less, modulus M_cap [MPa] at 100 [%] elongation of 1.5 or more and 3.2 or less and loss tangent of 0.06 or more and 0.29 or less tan δ_cap.

The rubber hardness Hs is measured under a temperature condition of 20[°C] in accordance with JIS K6253.

Modulus (breaking strength) is measured by a tensile test at a temperature of 20[° C.] using a dumbbell-shaped test piece in accordance with JIS K6251 (using No. 3 dumbbell).

The loss tangent tan δ is measured using a viscoelastic spectrometer manufactured by Toyo Seiki Seisakusho Co., Ltd. under the conditions of temperature 60 [° C.], shear strain 10 [%], amplitude ±0.5 [%] and frequency 20 [Hz]. Measured in

The undertread 152 is made of a rubber material having excellent heat resistance, and is sandwiched between the cap tread 151 and the belt layer 14 to constitute the base portion of the tread rubber 15 . In addition, the undertread 152 has a rubber hardness Hs_ut of 47 or more and 80 or less, a modulus M_ut [MPa] at 100 [%] elongation of 1.4 or more and 5.5 or less, and a loss tangent of 0.02 or more and 0.23 or less. tan δ_ut, preferably rubber hardness Hs_ut of 50 or more and 65 or less, modulus M_ut [MPa] at 100 [%] elongation of 1.7 or more and 3.5 or less and loss tangent of 0.03 or more and 0.10 or less tan δ_ut.

Further, the rubber hardness difference Hs_cap−Hs_ut is in the range of 3 or more and 20 or less, preferably in the range of 5 or more and 15 or less. Also, the modulus difference M_cap−M_ut [MPa] is in the range of 0 to 1.4, preferably in the range of 0.1 to 1.0. In addition, the loss tangent difference tan δ_cap−tan δ_ut is in the range of 0 or more and 0.22 or less, preferably 0.02 or more and 0.16 or less.

A pair of sidewall rubbers 16, 16 are arranged outside the carcass layer 13 in the tire width direction, respectively, and constitute left and right sidewall portions. In the configuration of FIG. 1 , the tire radially outer end of the sidewall rubber 16 is disposed under the tread rubber 15 and sandwiched between the end of the belt layer 14 and the carcass layer 13 . However, the present invention is not limited to this, and the radially outer end of the sidewall rubber 16 may be disposed on the outer layer of the tread rubber 15 and exposed to the buttress portion of the tire (not shown). In this case, a belt cushion (not shown) is sandwiched between the end of the belt layer 14 and the carcass layer 13 .

In addition, the sidewall rubber 16 has a rubber hardness Hs_sw of 48 or more and 65 or less, a modulus M_sw [MPa] at 100 [%] elongation of 1.0 or more and 2.4 or less, and a loss of 0.02 or more and 0.22 or less. Has a tangent tan δ_sw, preferably a rubber hardness Hs_sw of 50 or more and 59 or less, a modulus M_sw [MPa] at 100 [%] elongation of 1.2 or more and 2.2 or less, and a loss of 0.04 or more and 0.20 or less has the tangent tan δ_sw.

The pair of rim cushion rubbers 17, 17 extend from the inner side in the tire radial direction to the outer side in the tire width direction of the turn-up portions of the left and right bead cores 11, 11 and the carcass layer 13, and constitute rim fitting surfaces of the bead portions. In the configuration of FIG. 1 , the radially outer end of the rim cushion rubber 17 is inserted into the lower layer of the sidewall rubber 16 and sandwiched between the sidewall rubber 16 and the carcass layer 13 . .

The inner liner 18 is an air permeation prevention layer that is placed on the inner cavity surface of the tire and covers the carcass layer 13, suppresses oxidation due to exposure of the carcass layer 13, and prevents leakage of air filled in the tire. The inner liner 18 may be made of, for example, a rubber composition containing butyl rubber as a main component, or may be made of a thermoplastic resin or a thermoplastic elastomer composition obtained by blending an elastomer component into a thermoplastic resin. Also good.

Further, in FIG. 1, the tire outer diameter OD [mm] is in the range of 200≦OD≦660, preferably in the range of 250 [mm]≦OD≦580 [mm]. By applying such a small-diameter tire, the effect of improving load performance, which will be described later, is significantly obtained. Further, the total tire width SW [mm] is in the range of 100≤SW≤400, preferably in the range of 105 [mm]≤SW≤340 [mm]. With such a small-diameter tire 1, for example, the floor of a compact vehicle can be lowered to expand the interior space of the vehicle. In addition, since the rotational inertia is small and the tire weight is also small, the fuel efficiency is improved and the transportation cost is reduced. In particular, when mounted on an in-wheel motor of a vehicle, the load on the motor is effectively reduced.

The tire outer diameter OD is measured by mounting the tire on a specified rim, applying a specified internal pressure, and under no load condition.

The total tire width SW is measured as the linear distance between the sidewalls (including all parts such as patterns and letters on the tire side) when the tire is mounted on the specified rim, the specified internal pressure is applied, and the tire is in an unloaded state. be done.

The stipulated rim means the "applied rim" specified by JATMA, the "design rim" specified by TRA, or the "measuring rim" specified by ETRTO. In addition, the prescribed internal pressure means the "maximum air pressure" prescribed by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" prescribed by TRA, or "INFLATION PRESSURES" prescribed by ETRTO. Moreover, the specified load means the "maximum load capacity" specified by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or the "LOAD CAPACITY" specified by ETRTO. However, according to JATMA, in the case of passenger car tires, the specified internal pressure is 180 [kPa] and the specified load is 88 [%] of the maximum load capacity.

Further, the total tire width SW [mm] is in the range of 0.23 ≤ SW/OD ≤ 0.84 with respect to the tire outer diameter OD [mm], preferably 0.25 ≤ SW/OD ≤ 0.81. in the range of

Moreover, it is preferable that the tire outer diameter OD and the total tire width SW satisfy the following formula (1). Here, A1min=-0.0017, A2min=0.9, A3min=130, A1max=-0.0019, A2max=1.4, A3max=400, preferably A1min=-0.0018, A2min= 0.9, A3min=160, A1max=−0.0024, A2max=1.6, A3max=362.

In the tire 1 described above, use of a rim 10 having a rim diameter of 5 [inch] or more and 16 [inch] or less (that is, 125 [mm] or more and 407 [mm] or less) is assumed. In addition, the rim diameter RD [mm] is in the range of 0.50 ≤ RD/OD ≤ 0.74 with respect to the tire outer diameter OD [mm], preferably 0.52 ≤ RD/OD ≤ 0.71. in the range. With the above lower limit, the rim diameter RD can be secured, and in particular, the installation space for the in-wheel motor can be secured. Due to the above upper limit, the internal volume V of the tire, which will be described later, is ensured, and the load capacity of the tire is ensured.

Note that the tire inner diameter is equal to the rim diameter RD of the rim 10 .

Further, the tire 1 is assumed to be used at an internal pressure higher than the regulation, specifically 350 [kPa] or more and 1200 [kPa] or less, preferably 500 [kPa] or more and 1000 [kPa] or less. The above lower limit effectively reduces the rolling resistance of the tire, and the above upper limit ensures the safety of the internal pressure filling operation.

Further, it is assumed that the tire 1 is mounted on a vehicle that runs at low speed, such as a small shuttle bus. Also, the maximum speed of the vehicle is 100 [km/h] or less, preferably 80 [km/h] or less, more preferably 60 [km/h] or less. Further, it is assumed that the tire 1 is mounted on a vehicle with 6 to 12 wheels. As a result, the load capacity of the tire is properly exhibited.

In addition, the aspect ratio of the tire, that is, the tire section height SH [mm] (see FIG. 2 described later) and the tire section width [mm] (dimension symbols omitted in the figure: the same as the total tire width SW in FIG. 1) is in the range of 0.16 or more and 0.85 or less, preferably 0.19 or more and 0.82 or less.

The tire cross-section height SH is half the difference between the tire outer diameter and the rim diameter, and is measured in a non-loaded state with the tire mounted on a specified rim and given a specified internal pressure.

The tire cross-sectional width is measured as the linear distance between the sidewalls (excluding patterns, letters, etc. on the tire side surface) when the tire is mounted on a specified rim, given a specified internal pressure, and in an unloaded state.

Further, the tire contact width TW is in the range of 0.75≦TW/SW≦0.95, preferably in the range of 0.80≦TW/SW≦0.92 with respect to the total tire width SW.

The tire contact width TW is the contact surface between the tire and the flat plate when the tire is mounted on the specified rim, the specified internal pressure is applied, the tire is placed perpendicular to the flat plate in the stationary state, and the load corresponding to the specified load is applied. measured as the maximum linear distance in the axial direction of the tire.

In addition, the tire internal volume V [m̂3] is in the range of 4.0≦(V/OD)×10̂6≦60 with respect to the tire outer diameter OD [mm], preferably 6.0≦( V/OD)×10̂6≦50. As a result, the tire internal volume V is optimized. Specifically, the above lower limit secures the internal volume of the tire, thereby securing the load capacity of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so it is preferable to ensure a sufficient tire internal volume V. Due to the above upper limit, an increase in tire size due to an excessive increase in the tire internal volume V is suppressed.

In addition, the tire internal volume V [m^3] is in the range of 0.5 ≤ V x RD ≤ 17, preferably 1.0 ≤ V x RD ≤ 15 with respect to the rim diameter RD [mm]. be.

[Bead core]
In FIG. 1, as described above, the pair of bead cores 11, 11 is formed by winding one or more bead wires (not shown) made of steel in a circular and multiple manner. A pair of bead fillers 12, 12 are arranged on the tire radial direction outer circumferences of the pair of bead cores 11, 11, respectively.

Further, the strength Tbd [N] of one bead core 11 is in the range of 45 ≤ Tbd/OD ≤ 120, preferably 50 ≤ Tbd/OD ≤ 110 with respect to the tire outer diameter OD [mm], More preferably, it is in the range of 60≤Tbd/OD≤105. Further, the strength Tbd [N] of the bead core is in the range of 90≤Tbd/SW≤400, preferably in the range of 110≤Tbd/SW≤350 with respect to the total tire width SW [mm]. Thereby, the load capacity of the bead core 11 is properly ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the bead core.

The strength Tbd [N] of the bead core 11 is calculated as the product of the strength per bead wire [N/wire] and the total number of bead wires [wire] in a radial cross-sectional view. The strength of the bead wire is measured by a tensile test at a temperature of 20[°C] according to JIS K1017.

Further, it is preferable that the strength Tbd [N] of the bead core 11 satisfies the following formula (2) with respect to the tire outer diameter OD [mm], the distance SWD [mm], and the rim diameter RD [mm]. where B1min=0.26, B2min=10.0, B1max=2.5, B2max=99.0, preferably B1min=0.35, B2min=14.0, B1max=2.5, B2max =99.0, more preferably B1min=0.44, B2min=17.6, B1max=2.5, B2max=99.0, more preferably B1min=0.49, B2min=17.9 , B1max=2.5 and B2max=99.0. Furthermore, it is preferable that B1min=0.0016×P and B2min=0.07×P using the specified internal pressure P [kPa] of the tire.

The distance SWD is twice the radial distance from the tire rotation axis (not shown) to the tire maximum width position Ac, that is, the diameter of the tire maximum width position Ac. applied and measured as unloaded.

The tire maximum width position Ac is defined as the maximum width position of the tire cross-sectional width defined by JATMA.

In addition, in a radial cross-sectional view of one bead core 11, the total cross-sectional area σbd [mm^2] of the steel bead wires described above is 0.025 ≤ σbd/OD ≤ 0.025 ≤ σbd/OD ≤ It is in the range of 0.075, preferably in the range of 0.030≤σbd/OD≤0.065. Also, the total cross-sectional area σbd [mm̂2] of the bead wires is in the range of 11≦σbd≦36, preferably in the range of 13≦σbd≦33. Thereby, the strong Tbd [N] of the bead core 11 described above is realized.

The total cross-sectional area σbd [mm̂2] of the bead wires is calculated as the sum of the cross-sectional areas of the bead wires in a radial cross-sectional view of one bead core 11 .

For example, in the configuration of FIG. 1, the bead core 11 has a square shape formed by arranging bead wires (not shown) having a circular cross section in a grid pattern. However, this is not the only option, and the bead core 11 may have a hexagonal shape formed by arranging bead wires having circular cross sections in a close-packed structure (not shown). In addition, any bead wire arrangement structure can be adopted within the scope obvious to those skilled in the art.

Moreover, it is preferable that the total cross-sectional area σbd [mm^2] of the bead wires satisfies the following formula (3) with respect to the tire outer diameter OD [mm], the distance SWD [mm], and the rim diameter RD [mm]. Here, Cmin=30 and Cmax=8, preferably Cmin=25 and Cmax=10.

Further, the total cross-sectional area σbd [mm^2] of the bead wires is 0.50≦σbd/Nbd with respect to the total number of cross-sections (that is, the total number of turns) Nbd [number] of the bead wires of one bead core 11 in a radial cross-sectional view. ≤1.40, preferably 0.60≤σbd/Nbd≤1.20. That is, the cross-sectional area σbd′ [mm^2] of a single bead wire is in the range of 0.50 [mm^2/wire] or more and 1.40 [mm^2/wire] or less, preferably 0.60 [mm^2/wire] or more. mm^2/line] to 1.20 [mm^2/line] or less.

Further, the maximum width Wbd [mm] (see FIG. 2 described later) of one bead core 11 in a radial cross-sectional view is 0.16≦Wbd/σbd≦0 with respect to the total cross-sectional area σbd [mm^2] of the bead wires. 0.50, preferably 0.20≦Wbd/σbd≦0.40.

Further, in FIG. 1, the distance Dbd [mm] between the centers of gravity of the pair of bead cores 11, 11 is preferably in the range of 0.63≦Dbd/SW≦0.97 with respect to the total tire width SW [mm]. is in the range of 0.65≤Dbd/SW≤0.95. Due to the above lower limit, the deflection amount of the tire is reduced, and the rolling resistance of the tire is reduced. Due to the above upper limit, the stress acting on the tire side portion is reduced, and tire failure is suppressed.

[Carcass layer]
FIG. 2 is an enlarged view showing the tire 1 shown in FIG. The figure shows a one-side region bounded by the tire equatorial plane CL.

In the configuration of FIG. 1, as described above, the carcass layer 13 is composed of a single-layer carcass ply, and is arranged toroidally span between the left and right bead cores 11 , 11 . Further, both ends of the carcass layer 13 are wound back outward in the tire width direction so as to wrap the bead core 11 and the bead filler 12 and are locked.

In addition, the strength Tcs [N/50 mm] per width 50 [mm] of the carcass ply constituting the carcass layer 13 is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm], and is preferably is in the range 20≤Tcs/OD≤120. Further, the strength Tcs [N/50mm] of the carcass layer 13 is in the range of 30 ≤ Tcs/SW ≤ 260, preferably 35 ≤ Tcs/SW ≤ 220 with respect to the total tire width SW [mm]. . Thereby, the load capacity of the carcass layer 13 is properly ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit suppresses deterioration of rolling resistance due to an increase in mass of the carcass layer.

The carcass ply strength Tcs [N/50 mm] is calculated as follows. That is, the carcass ply that spans the left and right bead cores 11, 11 and extends over the entire inner circumference of the tire is defined as the effective carcass ply. Then, the strength [N / cord] per carcass cord constituting the effective carcass ply and the number of carcass cords driven per 50 [mm] width on the entire tire circumference and on the tire equatorial plane CL [cord / 50 mm]. The product is calculated as the strength Tcs [N/50mm] of the carcass ply. The strength of a carcass cord is measured by a tensile test at a temperature of 20[°C] according to JIS K1017. For example, in a configuration in which one carcass cord is formed by twisting a plurality of strands, the strength of one twisted carcass cord is measured to calculate the strength Tcs of the carcass layer 13 . In addition, in a configuration in which the carcass layer 13 has a multilayer structure (not shown) formed by laminating a plurality of effective carcass plies, the strength Tcs described above is defined for each of the plurality of effective carcass plies.

For example, in the configuration shown in FIG. 1, the carcass layer 13 has a single-layer structure consisting of a single carcass ply (reference numerals omitted in the figure), and the carcass ply is a carcass cord made of steel coated with a coating rubber. The cords are arranged at a cord angle of 80 [deg] or more and 100 [deg] or less with respect to the tire circumferential direction (not shown). Further, the carcass cord made of steel has a cord diameter φcs [mm] in the range of 0.3 ≤ φcs ≤ 1.1 and the number of driven cords Ecs [cord/50 mm] in the range of 25 ≤ Ecs ≤ 80. Thereby, the above-described strong Tcs [N/50 mm] of the carcass layer 13 is realized. Further, the carcass cord is formed by twisting a plurality of strands, and the strand diameter φcss [mm] is in the range of 0.12≦φcss≦0.24, preferably 0.14≦φcss≦0.24. 22 range.

In addition to the above, the carcass ply may be composed of a carcass cord made of an organic fiber material (for example, aramid, nylon, polyester, rayon, etc.) coated with a coating rubber. In this case, the carcass cords made of the organic fiber material have a cord diameter φcs [mm] in the range of 0.6 ≤ φcs ≤ 0.9 and the number of stranded cords Ecs [cords/string] in the range of 40 ≤ Ecs ≤ 70. 50 mm], the above-described strong Tcs [N/50 mm] of the carcass layer 13 is realized. In addition, carcass cords made of organic fiber materials such as high-strength nylon, aramid, and hybrids can be used within the scope obvious to those skilled in the art.

Further, the carcass layer 13 may have a multi-layer structure (not shown) formed by laminating a plurality of, for example, two carcass plies. This can effectively increase the load capacity of the tire.

In addition, the total strength TTcs [N/50 mm] of the carcass layer 13 is in the range of 300 ≤ TTcs/OD ≤ 3500, preferably 400 ≤ TTcs/OD ≤ 3000 with respect to the tire outer diameter OD [mm]. be. This ensures the overall load capacity of the carcass layer 13 .

The total strength TTcs [N/50mm] of the carcass layer 13 is calculated as the sum of the strengths Tcs [N/50mm] of the above effective carcass plies. Therefore, the total strength TTcs [N/50 mm] of the carcass layer 13 increases as the strength Tcs [N/50 mm] of each carcass ply, the number of laminated carcass plies, the perimeter of the carcass ply, and the like increase.

Further, it is preferable that the total strength TTcs [N/50 mm] of the carcass layer 13 satisfies the following formula (4) with respect to the tire outer diameter OD [mm] and the distance SWD [mm]. Here, Dmin = 2.2 and Dmax = 40, preferably Dmin = 4.3 and Dmax = 40, more preferably Dmin = 6.5 and Dmax = 40, still more preferably Dmin = 8 .7 and Dmax=40. Furthermore, it is preferable that Dmin=0.02×P using the specified internal pressure P [kPa] of the tire.

In the configuration of FIG. 1, the carcass layer 13 includes a body portion 131 extending along the inner surface of the tire and a wound portion extending in the tire radial direction by being wound up to the outside in the tire width direction so as to wrap the bead core 11. 132. Further, in FIG. 2, the radial height Hcs [mm] from the measurement point of the rim diameter RD to the end of the wound portion 132 of the carcass layer 13 is 0.49≦0.49 with respect to the tire section height SH [mm]. Hcs/SH≤0.80, preferably 0.55≤Hcs/SH≤0.75. Thereby, the radial height Hcs of the wound-up portion 132 of the carcass layer 13 is optimized. Specifically, the above lower limit secures the load capacity of the tire side portion, and the above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the carcass layer.

The radial height Hcs [mm] of the wound-up portion 132 of the carcass layer 13 is measured in a non-loaded state with the tire mounted on a specified rim and given a specified internal pressure.

For example, in the configuration of FIG. 2 , the radially outer end of the wound-up portion 132 of the carcass layer 13 (reference numerals omitted in the drawing) is aligned with the tire maximum width position Ac and the end of the belt layer 14 (point Au, which will be described later). More specifically, it is within the region from the tire maximum width position Ac to the radial position Au' at 70% of the distance Hu, which will be described later. At this time, the contact height Hcs′ [mm] between the body portion 131 and the winding portion 132 of the carcass layer 13 is in the range of 0.07≦Hcs′/SH with respect to the tire section height SH [mm], It is preferably in the range of 0.15≤Hcs'/SH. This effectively increases the load capacity of the tire side portion. Although the upper limit of the ratio Hcs'/SH is not particularly limited, it is restricted by having a relationship of Hcs'<Hcs between the contact height Hcs' and the radial height Hcs of the wound-up portion 132 of the carcass layer 13. .

The contact height Hcs′ of the carcass layer 13 is the extension length in the tire radial direction of the region where the body portion 131 and the winding portion 132 contact each other, and the tire is mounted on a specified rim to apply a specified internal pressure. is measured as a no-load condition.

Note that the carcass layer 13 may have a so-called low turn-up structure, so that the ends of the wound-up portions 132 of the carcass layer 13 may be arranged in a region between the tire maximum width position Ac and the bead core. (illustration omitted).

[Belt layer]
FIG. 3 is an explanatory diagram showing the lamination structure of the belt layers of the tire 1 shown in FIG. In the figure, thin lines attached to each of the belt plies 141 to 144 schematically show the arrangement of the belt cords.

In the configuration of FIG. 1, the belt layer 14 is formed by laminating a plurality of belt plies 141 to 144 as described above. Further, as shown in FIG. 3, these belt plies 141 to 144 are composed of a pair of cross belts 141 and 142, a belt cover 143 and a pair of belt edge covers 144 and 144. As shown in FIG.

At this time, the strength Tbt [N/50 mm] per width 50 [mm] of each of the pair of cross belts 141 and 142 is in the range of 25 ≤ Tbt/OD ≤ 250 with respect to the tire outer diameter OD [mm]. , preferably in the range 30≤Tbt/OD≤230. Further, the strength Tbt [N/50mm] of the cross belts 141, 142 is in the range of 45 ≤ Tbt/SW ≤ 500, preferably 50 ≤ Tbt/SW ≤ 450 with respect to the total tire width SW [mm]. It is in. Thereby, the respective load capacities of the pair of cross belts 141 and 142 are appropriately ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the cross belts.

The belt ply strength Tbt [N/50 mm] is calculated as follows. That is, the effective belt ply is defined as the belt ply that extends over the entire area of 80% of the tire contact width TW centered on the tire equatorial plane CL (that is, the central portion of the tire contact area). Then, the strength [N / cord] per belt cord constituting the effective belt ply and the number of belt cords driven in per width 50 [mm] in the area of 80 [%] of the tire contact width TW [number] is calculated as the belt ply strength Tbt [N/50 mm]. The strength of the belt cord is measured by a tensile test at a temperature of 20[°C] according to JIS K1017. For example, in a configuration in which a single belt cord is formed by twisting a plurality of strands, the strength of the single twisted belt cord is measured to calculate the strength Tbt of the belt ply. In addition, in a configuration in which the belt layer 14 is formed by laminating a plurality of effective carcass plies (see FIG. 1), the strength Tbt described above is defined for each of the plurality of effective carcass plies. For example, in the configuration of FIG. 1, the pair of cross belts 141, 142 and belt cover 143 correspond to effective belt plies.

For example, in the configuration shown in FIG. 3, the pair of cross belts 141 and 142 are made of steel belt cords coated with a coat rubber and have a cord angle of 15 [deg] or more and 55 [deg] or less with respect to the tire circumferential direction ( Dimension symbols are omitted). In addition, the steel belt cord has a cord diameter φbt [mm] in the range of 0.50 ≤ φbt ≤ 1.80 and the number of strands Ebt [string/50 mm] in the range of 15 ≤ Ebt ≤ 60. Thus, the strength Tbt [N/50 mm] of the cross belts 141 and 142 is realized. Also, the cord diameter φbt [mm] and the number of wires Ebt [wires/50 mm] are preferably in the ranges of 0.55≦φbt≦1.60 and 17≦Ebt≦50, and 0.60≦φbt≦1. It is more preferably in the range of 30 and 20≤Ebt≤40. Further, the belt cord is formed by twisting a plurality of strands, and the strand diameter φbts [mm] is in the range of 0.16≦φbts≦0.43, preferably 0.21≦φbts≦0.21≦φbts≦0.43. 39 range.

In addition to the above, the cross belts 141 and 142 may be configured by belt cords made of an organic fiber material (for example, aramid, nylon, polyester, rayon, etc.) coated with coat rubber. In this case, the belt cord made of the organic fiber material has a cord diameter φbt [mm] in the range of 0.50≤φbt≤0.90 and the number of strands Ebt [string/string] in the range of 30≤Ebt≤65. 50 mm], the strength Tbt [N/50 mm] of the cross belts 141 and 142 described above is realized. Also, belt cords made of organic fiber materials such as high-strength nylon, aramid, hybrid, etc., can be employed within the scope obvious to those skilled in the art.

Moreover, the belt layer 14 may have an additional belt (not shown). Such an additional belt is, for example, (1) a third cross belt, which is constructed by coating a plurality of belt cords made of steel or an organic fiber material with a coat rubber and rolling them, and has an absolute value of 15 [deg] or more. 55 [deg] or less, or (2) a so-called high-angle belt, which is constructed by coating a plurality of belt cords made of steel or organic fiber material with coated rubber and rolling them, and the absolute value 45 [deg] or more and 70 [deg] or less, preferably 54 [deg] or more and 68 [deg] or less. In addition, the additional belt is (a) between the pair of cross belts 141 and 142 and the carcass layer 13, (b) between the pair of cross belts 141 and 142, or (c) between the pair of cross belts 141 and 142. It may be arranged radially outward (not shown). Thereby, the load capacity of the belt layer 14 is improved.

Further, the total strength TTbt [N/50 mm] of the belt layer 14 is in the range of 70 ≤ TTbt/OD ≤ 750, preferably 90 ≤ TTbt/OD ≤ 690 with respect to the tire outer diameter OD [mm]. more preferably in the range of 110≤TTbt/OD≤690, more preferably in the range of 120≤TTbt/OD≤690. Thereby, the load capacity of the entire belt layer 14 is ensured. Furthermore, it is preferable that 0.16×P≦TTbt/OD using the specified internal pressure P [kPa] of the tire.

The total strength TTbt [N/50 mm] of the belt layer 14 is calculated as the total strength Tbt [N/50 mm] of the effective belt plies (the pair of cross belts 141 and 142 and the belt cover 143 in FIG. 1). Therefore, the total strength TTbt [N/50 mm] of the belt layer 14 increases as the strength Tbt [N/50 mm] of each belt ply and the number of laminated belt plies increase.

In addition, the width Wb1 [ mm] is in the range of 1.00≦Wb1/Wb2≦1.40 with respect to the width Wb2 [mm] of the narrowest cross belt (cross belt 142 on the outer diameter side in FIG. 3), preferably It is in the range of 1.10≤Wb1/Wb2≤1.35. Further, the width Wb2 [mm] of the narrowest cross belt is in the range of 0.61 ≤ Wb2/SW ≤ 0.96, preferably 0.70 ≤ Wb2/ with respect to the total tire width SW [mm]. It is in the range of SW≦0.94. The above lower limit secures the width of the belt ply, optimizes the ground contact pressure distribution in the tire contact area, and secures uneven wear resistance of the tire. Due to the above upper limit, distortion of the end of the belt ply when the tire rolls is reduced, and separation of the peripheral rubber at the end of the belt ply is suppressed.

The width of the belt ply is the distance between the left and right ends of each belt ply in the direction of the tire rotation axis, and is measured with the tire mounted on a specified rim, a specified internal pressure applied, and no load applied.

In addition, the width Wb1 [ mm] is in the range of 0.85≤Wb1/TW≤1.23, preferably in the range of 0.90≤Wb1/TW≤1.20 with respect to the tire contact width TW [mm].

For example, in the configuration shown in FIGS. 1 to 3, the wide cross belt 141 is arranged in the innermost layer in the tire radial direction, and the narrow cross belt 142 is arranged radially outside the wide cross belt 141 . A belt cover 143 is arranged radially outward of the narrow cross belt 142 and covers the entire pair of cross belts 141 and 142 . A pair of belt edge covers 144, 144 are arranged radially outside the belt cover 143 while being spaced apart from each other, and cover the left and right edge portions of the pair of cross belts 141, 142, respectively.

[Tread profile and tread gauge]
FIG. 4 is an enlarged view showing the tread portion of the tire 1 shown in FIG.

In FIG. 4, the tread profile drop amount DA [mm] at the tire contact edge T, the tire contact width TW [mm], and the tire outer diameter OD [mm] are 0.025≦TW/(DA×OD)≦0.025. 400, preferably 0.030≦TW/(DA×OD)≦0.300. Further, the tread profile drop amount DA [mm] at the tire contact edge T has a relationship of 0.008≦DA/TW≦0.060 with respect to the tire contact width TW [mm], preferably 0.013. It has a relationship of ≦DA/TW≦0.050. As a result, the sagging angle (defined by the ratio DA/(TW/2)) of the tread shoulder region is optimized, and the load capacity of the tread is properly ensured. Specifically, the above lower limit secures the sagging angle of the tread shoulder region, thereby suppressing a reduction in wear life due to excessive contact pressure in the tread shoulder region. Due to the above upper limit, the tire contact area becomes flat and the contact pressure is made uniform, thereby ensuring the wear resistance performance of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so the configuration described above can effectively optimize the contact pressure distribution in the tire contact area.

The amount of depression DA is the distance in the tire radial direction from the intersection point C1 between the tire equatorial plane CL and the tread profile in a cross-sectional view in the tire meridian direction to the tire contact edge T, and the tire is mounted on a specified rim and given a specified internal pressure. and measured as no-load condition.

The tire profile is the contour line of the tire in cross section along the tire meridian and is measured using a laser profiler. As the laser profiler, for example, a tire profile measuring device (manufactured by Matsuo Co., Ltd.) is used.

Further, it is preferable that the sagging amount DA [mm] of the tread profile at the tire contact edge T satisfies the following formula (5) with respect to the tire outer diameter OD [mm] and the total tire width SW [mm]. Here, Emin=3.5 and Emax=17, preferably Emin=3.8 and Emax=13, more preferably Emin=4.0 and Emax=9.

In FIG. 4, a point C1 on the tread profile at the tire equatorial plane CL and a pair of points C2, C2 on the tread profile at a distance of 1/4 of the tire contact width TW from the tire equatorial plane CL are defined.

At this time, the radius of curvature TRc [mm] of the arc passing through the point C1 and the pair of points C2 is in the range of 0.15≤TRc/OD≤15 with respect to the tire outer diameter OD [mm], preferably 0.15. It is in the range of 18≤TRc/OD≤12. Also, the radius of curvature TRc [mm] of the arc is in the range of 30≦TRc≦3000, preferably 50≦TRc≦2800, more preferably 80≦TRc≦2500. As a result, the load capacity of the tread portion is appropriately ensured. Specifically, the above lower limit flattens the center area of the tread portion, uniformizes the contact pressure of the tire contact area, and secures the wear resistance performance of the tire. The above upper limit suppresses reduction in wear life due to excessive contact pressure in the shoulder region of the tread portion. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the effect of equalizing ground contact pressure under such conditions of use can be effectively obtained.

The radius of curvature of the circular arc is measured under the condition that the tire is mounted on a specified rim, given a specified internal pressure, and in an unloaded state.

Further, in FIG. 4, the radius of curvature TRw [mm] of the arc passing through the point C1 on the tire equatorial plane CL and the left and right tire ground contact edges T, T is 0.30≦0.30 with respect to the tire outer diameter OD [mm]. It is in the range of TRw/OD≤16, preferably in the range of 0.35≤TRw/OD≤11. Also, the radius of curvature TRw [mm] of the arc is in the range of 150≦TRw≦2800, preferably in the range of 200≦TRw≦2500. As a result, the load capacity of the tread portion is appropriately ensured. Specifically, at the above lower limit, the entire tire contact area becomes flat and the contact pressure is made uniform, thereby ensuring the wear resistance performance of the tire. The above upper limit suppresses reduction in wear life due to excessive contact pressure in the shoulder region of the tread portion. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so the configuration described above can effectively optimize the contact pressure distribution in the tire contact area.

Further, the radius of curvature TRw [mm] of the first arc passing through the points C1 and C2 is 0.50≦TRw/ It is in the range of TRc≦1.00, preferably in the range of 0.60≦TRw/TRc≦0.95, and more preferably in the range of 0.70≦TRw/TRc≦0.90. Thereby, the contact shape of the tire is optimized. Specifically, the above lower limit disperses the contact pressure in the center region of the tread portion, thereby improving the wear life of the tire. The above upper limit suppresses reduction in wear life due to excessive contact pressure in the shoulder region of the tread portion.

Also, in FIG. 4, a point B1 on the carcass layer 13 on the tire equatorial plane CL and legs B2, B2 of perpendiculars extending from the left and right tire ground contact edges T, T to the carcass layer 13 are defined.

At this time, the radius of curvature CRw of the arc passing through the point B1 and the pair of points B2, B2 is 0.35≦CRw/TRw≦ relative to the radius of curvature TRw of the arc passing through the point C1 and the tire ground contact edges T, T. It is in the range of 1.10, preferably in the range of 0.40≦CRw/TRw≦1.00, more preferably in the range of 0.45≦CRw/TRw≦0.92. Also, the radius of curvature CRw [mm] is in the range of 100≦CRw≦2500, preferably in the range of 120≦CRw≦2200. As a result, the tire ground contact shape is optimized. Specifically, the above lower limit suppresses a decrease in wear life due to an increase in the rubber gauge in the shoulder region of the tread portion. The above upper limit secures the wear life of the center region of the tread portion.

FIG. 5 is an enlarged view showing one side area of the tread shown in FIG.

In the configuration of FIG. 1, belt layer 14 has a pair of cross belts 141 and 142, and tread rubber 15 has cap tread 151 and undertread 152, as described above.

5, the distance Tce [mm] from the tread profile on the tire equatorial plane CL to the outer peripheral surface of the wide cross belt 141 is 0.008≦Tce/OD≦0 with respect to the tire outer diameter OD [mm]. 0.13, preferably 0.012≦Tce/OD≦0.10, more preferably 0.015≦Tce/OD≦0.07. Also, the distance Tce [mm] is in the range of 5≦Tce≦25, preferably in the range of 7≦Tce≦20. As a result, the load capacity of the tread portion is appropriately ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so the above-described wear resistance performance is remarkably obtained. The above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the tread rubber.

The distance Tce is measured with the tire mounted on a specified rim, with a specified internal pressure applied, and in a no-load state.

The outer circumferential surface of the belt ply is defined as the overall radially outer circumferential surface of the belt ply consisting of belt cords and coat rubber.

Further, it is preferable that the distance Tce [mm] from the tread profile on the tire equatorial plane CL to the outer peripheral surface of the wide cross belt 141 satisfies the following formula (6) with respect to the tire outer diameter OD [mm]. Here, Fmin=35 and Fmax=207, preferably Fmin=42 and Fmax=202.

Further, the distance Tsh [mm] from the tread profile at the tire contact edge T to the outer peripheral surface of the wide cross belt 141 is 0.60≦Tsh/Tce≦1.70 with respect to the distance Tce [mm] at the tire equatorial plane CL. , preferably 1.01≤Tsh/Tce≤1.55, more preferably 1.10≤Tsh/Tce≤1.50. Since the tread gauge of the shoulder region is ensured by the above lower limit, repeated deformation of the tire when the tire is rolling is suppressed, and wear resistance performance of the tire is ensured. In addition, since the tread gauge in the center region is secured by the upper limit, deformation of the tire during use under high load, which is characteristic of small-diameter tires, is suppressed, and wear resistance performance of the tire is secured.

The distance Tsh is measured under the condition that the tire is mounted on a specified rim, given a specified internal pressure, and in an unloaded state. Further, when there is no wide cross belt directly under the tire ground contact edge T, the distance Tsh is measured as the distance from the tread profile to the virtual line extending the outer peripheral surface of the belt ply.

Further, it is preferable that the distance Tsh [mm] from the tread profile at the tire contact edge T to the outer peripheral surface of the wide cross belt 141 satisfies the following formula (7) with respect to the distance Tce [mm] at the tire equatorial plane CL. . Here, Gmin=0.36 and Gmax=0.72, preferably Gmin=0.37 and Gmax=0.71, more preferably Gmin=0.38 and Gmax=0.70.

Also, in FIG. 5, a section having a width ΔTW of 10% of the tire contact width TW is defined. At this time, the ratio between the maximum value Ta and the minimum value Tb of the rubber gauge of the tread rubber 15 in any section of the tire contact area is in the range of 0% to 40%, preferably 0%. It is in the range of 20[%] or less. With such a configuration, the amount of change in the rubber gauge of the tread rubber 15 in any section of the tire contact area (especially the section including the ends of the belt plies 141 to 144) is set small, so the contact pressure distribution in the tire width direction is smooth. As a result, the wear resistance performance of the tire is improved.

The rubber gauge of the tread rubber 15 is defined as the distance from the tread profile to the inner peripheral surface of the tread rubber 15 (the distance from the outer peripheral surface of the cap tread 151 to the inner peripheral surface of the undertread 152 in FIG. 5). Therefore, the rubber gauge of the tread rubber 15 is measured excluding the grooves formed on the tread surface.

5, the rubber gauge UTce of the undertread 152 on the tire equatorial plane CL is in the range of 0.04≦UTce/Tce≦0.60, preferably 0, with respect to the distance Tce on the tire equatorial plane CL. .06≤UTce/Tce≤0.50. Thereby, the rubber gauge UTce of the undertread 152 is optimized.

Further, the distance Tsh at the tire contact edge T described above is in the range of 1.50 ≤ Tsh/Tu ≤ 6.90 with respect to the rubber gauge Tu [mm] from the end of the wide cross belt 141 to the outer peripheral surface of the carcass layer 13. and preferably in the range of 2.00≤Tsh/Tu≤6.50. As a result, the profile of the carcass layer 13 is optimized and the tension of the carcass layer 13 is optimized. Specifically, since the tension of the carcass layer and the tread gauge of the shoulder region are ensured by the above lower limit, repeated deformation of the tire when the tire is rolling is suppressed, and the wear resistance performance of the tire is ensured. The above upper limit secures a rubber gauge near the ends of the belt ply, thereby suppressing separation of the peripheral rubber of the belt ply.

The rubber gauge Tu is substantially measured as a gauge of the rubber member (the sidewall rubber 16 in FIG. 5) inserted between the end of the wide cross belt 141 and the carcass layer 13.

The outer peripheral surface of the carcass layer 13 is defined as the radially outer peripheral surface of the entire carcass ply consisting of carcass cords and coating rubber. Further, when the carcass layer 13 has a multi-layered structure (not shown) composed of a plurality of carcass plies, the outer peripheral surface of the carcass layer 13 constitutes the outer peripheral surface of the outermost carcass ply. Further, when the wound-up portion 132 (see FIG. 1) of the carcass layer 13 exists between the end portion of the wide cross belt 141 and the carcass layer 13 (not shown), the outer peripheral surface of the wound-up portion 132 is the carcass layer. 13 constitute the outer peripheral surface.

For example, in the configuration shown in FIG. 5, the sidewall rubber 16 is inserted between the end of the wide cross belt 141 and the carcass layer 13 to provide a rubber gauge Tu between the end of the wide cross belt 141 and the carcass layer 13. forming. However, without being limited to this, for example, a belt cushion may be inserted between the end of the wide cross belt 141 and the carcass layer 13 instead of the sidewall rubber 16 (not shown). In addition, the inserted rubber member has a rubber hardness Hs_sp of 46 or more and 67 or less, a modulus M_sp [MPa] at 100 [%] elongation of 1.0 or more and 3.5 or less and 0.02 or more and 0.22 or less. It has a loss tangent tan δ_sp, preferably a rubber hardness Hs_sp of 48 or more and 63 or less, a modulus M_sp [MPa] at 100 [%] elongation of 1.2 or more and 3.2 or less and 0.04 or more and 0.20 or less has a loss tangent tan δ_sp.

1, the tire 1 includes a plurality of circumferential main grooves 21a, 21b, 22a and 22b (see FIG. 4) extending in the tire circumferential direction and these circumferential main grooves 21a, 21b and 22a. , and land portions (reference numerals omitted in the figure) partitioned into 22b are provided on the tread surface. A main groove is defined as a groove having a duty to display a wear indicator as defined by JATMA.

At this time, the groove depth Gd1a [mm] of the circumferential main groove 21a closest to the tire equatorial plane CL among the plurality of circumferential main grooves 21a, 21b, 22a and 22b corresponds to the rubber gauge Gce [mm] of the tread rubber 15. On the other hand, it is in the range of 0.50≤Gd1a/Gce≤1.00, preferably in the range of 0.55≤Gd1a/Gce≤0.98. Thereby, the wear resistance performance of the tire is ensured. Specifically, the above lower limit disperses the contact pressure in the center region of the tread portion, thereby improving the wear life of the tire. The above upper limit secures the rigidity of the land portion and secures the rubber gauge from the groove bottoms of the circumferential main grooves 21a, 21b, 22a and 22b to the belt layer.

The circumferential main groove closest to the tire equatorial plane CL is defined as the circumferential main groove on the tire equatorial plane CL (not shown), and when there is no circumferential main groove on the tire equatorial plane CL (see FIG. 4) is defined as the circumferential main groove 21a closest to the tire equatorial plane CL.

Moreover, it is preferable that the ratio Gd1a/Gce described above satisfies the following formula (8) with respect to the tire outer diameter OD [mm]. Here, Hmin=0.10 and Hmax=0.60, preferably Hmin=0.12 and Hmax=0.50, more preferably Hmin=0.14 and Hmax=0.40.

Further, among the plurality of circumferential main grooves 21a, 21b, 22a and 22b, the groove depth Gd1a [mm] of the circumferential main groove 21a closest to the tire equatorial plane CL is (Gd1b≦Gd1a, Gd2a≦Gd1a, Gd2b≦Gd1a). Specifically, when the region from the tire equatorial plane CL to the tire ground contact edge T is bisected in the tire width direction, the groove depth Gd1a of the circumferential main groove 21a closest to the tire equatorial plane CL is 1.00 times or more and 2.50 times or less the maximum values of the groove depths Gd1b, Gd2a, and Gd2b of the circumferential main groove 21b and the other circumferential main grooves 22a and 22b in the region on the side of the tire contact edge T , preferably in the range of 1.00 to 2.00 times, more preferably in the range of 1.00 to 1.80 times. Due to the above lower limit, the contact pressure in the center region of the tread portion is distributed, and the wear resistance performance of the tire is improved. The above upper limit suppresses uneven wear caused by an excessive contact pressure difference between the tread center region and the shoulder region.

[Side profile and side gauge]
FIG. 6 is an enlarged view showing side fall portions and bead portions of the tire 1 shown in FIG. FIG. 7 is an enlarged view showing the sidewall portion shown in FIG.

In FIG. 6, a point Au on the side profile at the same position in the tire radial direction with respect to the end of the innermost layer of the belt layer 14 (inner diameter side cross belt 141 in FIG. 6) and a point Au on the radial outer side of the bead core 11 A point Al on the side profile at the same position in the tire radial direction with respect to the end is defined. Further, a radial distance Hu from the maximum tire width position Ac to the point Au and a radial distance Hl from the maximum tire width position Ac to the point Al are defined. In addition, a point Au' on the side profile located at a radial position of 70 [%] of the distance Hu from the tire maximum width position Ac and a side profile located at a radial position of 70 [%] of the distance Hl from the tire maximum width position Ac Define a point Al' on the profile.

At this time, the sum of the distance Hu [mm] and the distance Hl [mm] is in the range of 0.45 ≤ (Hu + Hl) / SH ≤ 0.90 with respect to the tire section height SH [mm] (see FIG. 2) Yes, preferably in the range of 0.50≦(Hu+Hl)/SH≦0.85. Thereby, the radial distance from the belt layer 14 to the bead core 11 is optimized. Specifically, the above lower limit secures a deformable region of the tire side portion, thereby suppressing failure of the tire side portion (for example, separation of the rubber member at the radially outer end portion of the bead filler 12). The above upper limit reduces the deflection amount of the tire side portion when the tire rolls, thereby reducing the rolling resistance of the tire.

The distance Hu and the distance Hl are measured in a state in which the tire is mounted on a specified rim, given a specified internal pressure, and no load is applied.

Further, the sum of the distance Hu [mm] and the distance Hl [mm] is the tire outer diameter OD (Fig. 1), the tire section height SH [mm] (see Fig. 2), the tire maximum width position Ac, the points Au' and It is preferable that the curvature radius RSc [mm] of the arc passing through the point Al′ satisfies the following formula (9). Here, I1min=0.06, I1max=0.20 and I2=0.70, preferably I1min=0.09, I1max=0.20 and I2=0.65.

The radius of curvature RSc of the circular arc is measured in a state in which the tire is mounted on a specified rim, given a specified internal pressure, and no load is applied.

Further, the distance Hu [mm] and the distance Hl [mm] have a relationship of 0.30≦Hu/(Hu+Hl)≦0.70, preferably 0.35≦Hu/(Hu+Hl)≦0.65. have a relationship. As a result, the position of the tire maximum width position Ac in the deformable region of the tire side portion is optimized. Specifically, the above lower limit alleviates the stress concentration near the ends of the belt ply caused by the maximum tire width position Ac being too close to the ends of the belt layer 14, thereby suppressing the separation of the peripheral rubber. Due to the above upper limit, the stress concentration near the bead caused by the maximum tire width position Ac being too close to the end of the bead core 11 is alleviated, and failure of the bead reinforcing member (bead filler 12 in FIG. 6) is suppressed. be done.

Further, the curvature radius RSc [mm] of the arc passing through the maximum tire width position Ac, the point Au' and the point Al' is in the range of 0.05 ≤ RSc / OD ≤ 1.70 with respect to the tire outer diameter OD [mm] and preferably in the range of 0.10≤RSc/OD≤1.60. Also, the radius of curvature RSc [mm] of the arc is in the range of 25≦RSc≦330, preferably in the range of 30≦RSc≦300. As a result, the radius of curvature of the side profile is optimized, and the load capacity of the tire side portion is properly ensured. Specifically, the above lower limit reduces the deflection amount of the tire side portion when the tire rolls, thereby reducing the rolling resistance of the tire. Due to the above upper limit, the occurrence of stress concentration due to flattening of the tire side portion is suppressed, and the durability performance of the tire is improved. In particular, small-diameter tires tend to have a large stress acting on the tire side portions due to use under the above-described high internal pressure and high load, so there is also the issue of ensuring the tire's resistance to side cuts. In this regard, the above lower limit secures the radius of curvature of the side profile and optimizes the carcass tension, thereby suppressing tire collapse and sidecutting of the tire. In addition, the above upper limit suppresses side cutting of the tire due to excessive tension of the carcass layer 13 .

Further, the radius of curvature RSc [mm] of the arc is in the range of 0.50≦RSc/SH≦0.95, preferably 0.55≦RSc/SH≦0 with respect to the tire section height SH [mm]. in the .90 range.

Moreover, it is preferable that the radius of curvature RSc [mm] of the arc satisfies the following formula (10) with respect to the tire outer diameter OD [mm] and the rim diameter RD [mm]. Here, Jmin=15 and Jmax=360, preferably Jmin=20 and Jmax=330, more preferably Jmin=25 and Jmax=300.

Also, in FIG. 6, a point Bc on the main body portion 131 of the carcass layer 13 is defined at the same position in the tire radial direction as the tire maximum width position Ac. Also, a point Bu' on the main body portion 131 of the carcass layer 13, which is located at a radial position of 70[%] of the distance Hu from the tire maximum width position Ac, is defined. Also, a point Bl' on the main body portion 131 of the carcass layer 13 located at a radial position of 70[%] of the above distance Hl from the tire maximum width position Ac is defined.

At this time, the radius of curvature RSc [mm] of the arc passing through the maximum tire width position Ac, point Au' and point Al' is the radius of curvature RCc [mm] of the arc passing through point Bc, point Bu' and point Bl'. 1.10≤RSc/RCc≤4.00, preferably 1.50≤RSc/RCc≤3.50. Also, the radius of curvature RCc [mm] of the arc passing through the points Bc, Bu' and Bl' is in the range of 5≤RCc≤300, preferably in the range of 10≤RCc≤270. Thereby, the relationship between the radius of curvature RSc of the side profile of the tire and the radius of curvature RCc of the side profile of the carcass layer 13 is optimized. Specifically, the above lower limit secures the radius of curvature RCc of the carcass profile, secures the internal volume V of the tire, which will be described later, and secures the load capacity of the tire. The above upper limit secures the total gauges Gu and Gl of the tire side portion, which will be described later, and secures the load capacity of the tire side portion.

Moreover, it is preferable that the curvature radius RSc [mm] of the side profile satisfies the following formula (11) with respect to the curvature radius RCc [mm] of the carcass profile and the tire outer diameter OD [mm]. Here, Kmin=1 and Kmax=130, preferably Kmin=2 and Kmax=100, more preferably Kmin=3 and Kmax=70.

Further, in FIG. 6, the total gauge Gu [mm] of the tire side portion at the point Au described above is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm], preferably is in the range of 0.017≤Gu/OD≤0.070. As a result, the total gauge Gu of the radially outer region of the tire side portion is optimized. Specifically, the above lower limit secures the total gauge Gu in the radially outer region of the tire side portion, suppresses deformation of the tire during use under high load, and secures the wear resistance performance of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the above-described effect of reducing tire rolling resistance can be obtained remarkably. The above upper limit suppresses deterioration in tire rolling resistance caused by an excessively large total gauge Gu.

The total gauge of the tire side portion is measured as the distance from the side profile to the inner surface of the tire on a vertical line drawn from a predetermined point on the side profile to the body portion 131 of the carcass layer 13 .

In FIG. 6, the total gauge Gu [mm] at the point Au described above is 1.30 ≤ Gu/Gc ≤ 5.00 with respect to the total gauge Gc [mm] of the tire side portion at the maximum tire width position Ac. preferably the ratio Gu/Gc is in the range of 1.90≤Gu/Gc≤3.00. As a result, the gauge distribution of the tire side portion from the tire maximum width position Ac to the innermost layer of the belt layer 14 is optimized. Specifically, the above lower limit secures the total gauge Gu in the radially outer region, suppresses deformation of the tire during use under a high load, and secures the wear resistance performance of the tire. The above upper limit suppresses deterioration in tire rolling resistance caused by an excessively large total gauge Gu.

Further, it is preferable that the total gauge Gu [mm] at the point Au described above satisfies the following formula (12) with respect to the total gauge Gc [mm] and the tire outer diameter OD [mm] at the tire maximum width position Ac. Here, Lmin=0.10 and Lmax=0.70, preferably Lmin=0.14 and Lmax=0.70, more preferably Lmin=0.19 and Lmax=0.70.

In FIG. 6, the total gauge Gc [mm] of the tire side portion at the tire maximum width position Ac has a relationship of 0.003 ≤ Gc/OD ≤ 0.060 with respect to the tire outer diameter OD [mm]. , preferably 0.004≤Gc/OD≤0.050. The above lower limit secures the total gauge Gc at the tire maximum width position Ac, thereby securing the load capacity of the tire. By setting the above upper limit, the effect of reducing the rolling resistance of the tire by thinning the total gauge Gc at the maximum tire width position Ac is ensured.

Further, it is preferable that the total gauge Gc [mm] at the tire maximum width position Ac satisfies the following formula (13) with respect to the tire outer diameter OD [mm]. Here, Mmin=70 and Mmax=450, preferably Mmin=80 and Mmax=400.

Further, it is preferable that the total gauge Gc [mm] at the tire maximum width position Ac satisfies the following formula (14) with respect to the tire outer diameter OD [mm] and the tire total width SW [mm]. Here, Nmin=0.20 and Nmax=15, preferably Nmin=0.40 and Nmax=15, more preferably Nmin=0.60 and Nmax=12.

Further, the total gauge Gc [mm] at the maximum tire width position Ac is expressed by the following formula (15) with respect to the radius of curvature RSc [mm] of the arc passing through the maximum tire width position Ac, the point Au' and the point Al'. is preferably satisfied. Here, Omin=13 and Omax=260, preferably Omin=20 and Omax=200.

Further, in FIG. 6, the total gauge Gl [mm] of the tire side portion at the point Al described above is in the range of 0.010≦Gl/OD≦0.150 with respect to the tire outer diameter OD, preferably 0.150. 015≤Gl/OD≤0.100. As a result, the total gauge Gl of the radially inner region of the tire side portion is optimized. Specifically, the above lower limit secures the total gauge Gl in the radially inner region of the tire side portion, suppresses deformation of the tire during use under a high load, and secures the wear resistance performance of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the above-described effect of reducing tire rolling resistance can be obtained remarkably. The above upper limit suppresses deterioration of tire rolling resistance caused by an excessively large total gauge Gl.

In FIG. 6, the ratio Gl/Gc between the total gauge Gl [mm] of the tire side portion at the point Al and the total gauge Gc [mm] of the tire side portion at the maximum tire width position Ac is 1.00≦ It is in the range of Gl/Gc≦7.00, preferably the ratio Gu/Gc is in the range of 2.00≦Gl/Gc≦5.00. As a result, the gauge distribution of the tire side portion from the tire maximum width position Ac to the bead core 11 is optimized. Specifically, the above lower limit secures the total gauge Gl in the radially inner region, suppresses deformation of the tire during use under a high load, and secures the wear resistance performance of the tire. The above upper limit suppresses deterioration of tire rolling resistance caused by an excessively large total gauge Gl.

Further, the total gauge Gl [mm] of the tire side portion at the point Al described above satisfies the following formula (16) with respect to the total gauge Gc [mm] and the tire outer diameter OD [mm] at the tire maximum width position Ac. is preferred. Here, Pmin=0.12 and Pmax=1.00, preferably Pmin=0.15 and Pmax=1.00, more preferably Pmin=0.18 and Pmax=1.00.

Further, in FIG. 6, the total gauge Gl [mm] at the point Al described above is in the range of 0.80 ≤ Gl / Gu ≤ 5.00 with respect to the total gauge Gu [mm] at the point Au described above, preferably is in the range of 1.00≤Gl/Gu≤4.00. As a result, the ratio between the total gauge Gl in the radially outer region and the total gauge Gu in the radially inner region of the tire side portion is optimized.

Further, it is preferable that the total gauge Gl [mm] at the point Al described above satisfies the following formula (17) with respect to the total gauge Gu [mm] and the tire outer diameter OD [mm] at the point Au described above. Here, Qmin=0.09 and Qmax=0.80, preferably Qmin=0.10 and Qmax=0.70, more preferably Qmin=0.11 and Qmax=0.50.

Further, in FIG. 6, the average rubber hardness Hsc at the measurement position of the total gauge Gc, the average rubber hardness Hsu at the measurement position of the total gauge Gu, and the average rubber hardness Hsl at the measurement position of the total gauge Gl are Hsc≦Hsu<Hsl, preferably 1≦Hsu−Hsc≦18 and 2≦Hsl−Hsu≦27, more preferably 2≦Hsu−Hsc≦15 and 5≦Hsl−Hsu ≦23. As a result, the relationship between the rubber hardness of the tire side portion is optimized.

The average rubber hardness Hsc, Hsu, Hsl is the cross-sectional length of each rubber member at each measurement point of the total gauge Gc [mm] at the maximum tire width position Ac, the total gauge Gu at the point Au, and the total gauge Gl at the point Al. and rubber hardness divided by the total gauge.

Further, in FIG. 7, the distance ΔAu′ [mm] in the tire width direction from the tire maximum width position Ac to the point Au′ is 0 with respect to 70% of the distance Hu [mm] from the tire maximum width position Ac. 0.03≦ΔAu′/(Hu×0.70)≦0.23, preferably 0.07≦ΔAu′/(Hu×0.70)≦0.17. This optimizes the degree of curvature of the side profile in the radially outer region. Specifically, the above lower limit suppresses the occurrence of stress concentration due to flattening of the tire side portion, thereby improving the durability performance of the tire. The above upper limit reduces the deflection amount of the tire side portion when the tire rolls, thereby reducing the rolling resistance of the tire. In particular, small-diameter tires tend to have a large stress acting on the tire side portions due to use under the above-described high internal pressure and high load, so there is also the issue of ensuring the tire's resistance to side cuts. In this regard, the above lower limit secures the radius of curvature of the side profile and optimizes the carcass tension, thereby suppressing tire collapse and sidecutting of the tire. In addition, the above upper limit suppresses side cutting of the tire due to excessive tension of the carcass layer 13 .

Further, the distance ΔAl′ [mm] in the tire width direction from the maximum tire width position Ac to the point Al′ is 0.03≦ΔAl′/ (Hl×0.70)≦0.28, preferably 0.07≦ΔAl′/(Hl×0.70)≦0.20. This optimizes the degree of curvature of the side profile in the radially inner region. Specifically, the above lower limit suppresses the occurrence of stress concentration due to flattening of the tire side portion, thereby improving the durability performance of the tire. Particularly in a small-diameter tire, since the bead core 11 is reinforced as described above, stress concentration in the vicinity of the bead core 11 is effectively suppressed. The above upper limit reduces the deflection amount of the tire side portion when the tire rolls, thereby reducing the rolling resistance of the tire.

The distances .DELTA.Au' and .DELTA.Al' are measured when the tire is mounted on a specified rim, given a specified internal pressure, and in a no-load state.

Further, the distance ΔAu′ [mm] in the tire width direction from the maximum tire width position Ac to the point Au′ is the radius of curvature RSc [mm] of the arc passing through the maximum tire width position Ac, the point Au′ and the point Al′. is preferably satisfied with the following formula (18). Here, Rmin=0.05 and Rmax=5.00, preferably Rmin=0.10 and Rmax=4.50.

Further, in FIG. 7, the distance ΔBu′ [mm] in the tire width direction from the point Bc to the point Bu′ is 1 with respect to the distance ΔAu′ [mm] in the tire width direction from the maximum tire width position to the point Au′. .10≤ΔBu'/ΔAu'≤8.00, preferably 1.60≤ΔBu'/ΔAu'≤7.50. This optimizes the relationship between the degree of curvature of the side profile and the degree of curvature of the carcass profile in the radially outer region. Specifically, the cut resistance performance of the tire side portion is ensured by the above lower limit. With the above upper limit, the tension of the carcass layer 13 is secured, the rigidity of the tire side portion is secured, and the load capacity and durability performance of the tire are secured.

Further, in FIG. 7, the distance ΔBl′ [mm] in the tire width direction from the point Bc to the point Bl′ is the distance ΔAl′ [mm] in the tire width direction from the maximum tire width position Ac to the point Al′. It is in the range of 1.80≤ΔBl'/ΔAl'≤11.0, preferably in the range of 2.30≤ΔBl'/ΔAl'≤9.50. This optimizes the relationship between the degree of curvature of the side profile and the degree of curvature of the carcass profile in the radially inner region. Specifically, the above lower limit secures the total gauge Gl of the tire side portion, thereby securing the load capacity of the tire side portion. With the above upper limit, the tension of the carcass layer 13 is secured, the rigidity of the tire side portion is secured, and the load capacity and durability performance of the tire are secured.

The distances .DELTA.Bu' and .DELTA.Bl' are measured under the condition that the tire is mounted on a specified rim, given a specified internal pressure, and unloaded.

Further, the distance ΔBu' [mm] in the tire width direction from the point Bc to the point Bu' is the radius of curvature RCc [mm] of the arc passing through the points Bc, Bu' and Bl' described above, and the following formula (19) is preferably satisfied. Here, Smin=0.40 and Smax=7.0, preferably Smin=0.50 and Smax=6.0.

7, the rubber gauge Gcr [mm] of the sidewall rubber 16 at the maximum tire width position Ac is 0.40≦Gcr/Gc≦0 with respect to the total gauge Gc [mm] at the maximum tire width position Ac. in the .90 range. Also, the rubber gauge Gcr [mm] of the sidewall rubber 16 is in the range of 1.5≤Gcr, preferably in the range of 2.5≤Gcr. Due to the above lower limit, the rubber gauge Gcr [mm] of the sidewall rubber 16 is ensured, and the load capacity of the sidewall portion is ensured.

Further, the rubber gauge Gcr [mm] of the sidewall rubber 16 at the maximum tire width position Ac is expressed by the following formula (20 ) is preferably satisfied. Here, Tmin=80 and Tmax=0.90, preferably Tmin=120 and Tmax=0.90.

In FIG. 7, the rubber gauge Gin [mm] (not shown) of the inner liner 18 at the maximum tire width position Ac is 0.03 ≤ Gin/Gc ≤ the total gauge Gc [mm] at the maximum tire width position Ac. It is in the range of 0.50, preferably in the range of 0.05≤Gin/Gc≤0.40. Thereby, the inner surface of the carcass layer 13 is properly protected.

As described above, the tire 1 includes a pair of bead cores 11, 11, a carcass layer 13 spanning the bead cores 11, 11, and a belt layer 14 arranged radially outside the carcass layer 13. (See Figure 1). Further, the tire outer diameter OD [mm] is in the range of 200≦OD≦660, and the total tire width SW [mm] is in the range of 100≦SW≦400. Further, the strength Tcs [N/50 mm] per width 50 [mm] of the carcass ply forming the carcass layer 13 is in the range of 17 ≤ Tcs/OD ≤ 120 with respect to the tire outer diameter OD [mm].

With such a configuration, the load capacity of the carcass layer 13 is appropriately ensured in a small-diameter tire, so there is an advantage that the wear resistance performance and low rolling resistance performance of the tire are compatible. Specifically, the lower limit of the ratio Tcs/OD suppresses deformation of the tire during use under a high load, thereby ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit of the ratio Tcs/OD suppresses deterioration of rolling resistance due to an increase in mass of the carcass layer.

Further, in this tire 1, the carcass ply of the carcass layer 13 is constructed by coating a carcass cord made of steel with a coating rubber. Further, the cord diameter φcs [mm] of the carcass cord is in the range of 0.3 ≤ φcs ≤ 1.1, and the number of driven carcass cords Ecs [lines/50 mm] is in the range of 25 ≤ Ecs ≤ 80. be. As a result, there is an advantage that the above-described strong Tcs of the carcass layer 13 is realized.

In the tire 1, the carcass ply of the carcass layer 13 is formed by coating carcass cords made of organic fibers with a coating rubber. Further, the cord diameter φcs [mm] of the carcass cords is in the range of 0.6≦φcs≦0.9, and the number of driven carcass cords Ecs [lines/50 mm] is in the range of 40≦Ecs≦70. be. As a result, there is an advantage that the above-described strong Tcs of the carcass layer 13 is realized.

Further, in this tire 1, the carcass layer 13 includes a main body portion 131 extending along the inner surface of the tire and a wound portion 132 extending in the tire radial direction by being wound up to the outside in the tire width direction so as to wrap the bead core 11. and (see FIG. 1). Further, the radial height Hcs [mm] from the measurement point of the rim diameter RD to the end of the wound portion 132 of the carcass layer 13 is 0.49 ≤ Hcs/SH ≤ the tire cross-sectional height SH [mm]. It is in the range of 0.80 (see Figure 2). This has the advantage of optimizing the radial height Hcs of the wound-up portion 132 of the carcass layer 13 . Specifically, the above lower limit secures the load capacity of the tire side portion, and the above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the carcass layer.

Further, in the tire 1, the contact height Hcs′ [mm] between the main body portion 131 and the winding portion 132 of the carcass layer 13 satisfies 0.07≦Hcs′/SH with respect to the tire section height SH [mm]. range (see Figure 2). As a result, there is an advantage that the load capacity of the tire side portion is effectively increased.

Further, in the tire 1, the distance Tsh at the tire contact edge T is 1.50≦Tsh/Tu≦6.0 with respect to the rubber gauge Tu [mm] from the end of the wide cross belt 141 to the outer peripheral surface of the carcass layer 13. 90 range (see FIG. 5). Thereby, there is an advantage that the profile of the carcass layer 13 is optimized and the tension of the carcass layer 13 is optimized.

Further, in this tire 1, the distance ΔBu′ [mm] in the tire width direction from the point Bc to the point Bu′ is the distance ΔAu′ [mm] in the tire width direction from the maximum tire width position Ac to the point Au′. 1.10≦ΔBu′/ΔAu′≦8.00 (see FIG. 7). This has the advantage of optimizing the relationship between the degree of curvature of the side profile and the degree of curvature of the carcass profile in the radially outer region. Specifically, the cut resistance performance of the tire side portion is ensured by the above lower limit. With the above upper limit, the tension of the carcass layer 13 is secured, the rigidity of the tire side portion is secured, and the load capacity and durability performance of the tire are secured.

Further, in this tire 1, the distance ΔBl′ [mm] in the tire width direction from the point Bc to the point Bl′ is the distance ΔAl′ [mm] in the tire width direction from the maximum tire width position Ac to the point Al′. 1.80≦ΔBl′/ΔAl′≦11.0 (see FIG. 7). This has the advantage of optimizing the relationship between the degree of curvature of the side profile and the degree of curvature of the carcass profile in the radially inner region. Specifically, the above lower limit secures the total gauge Gl of the tire side portion, thereby securing the load capacity of the tire side portion. The above upper limit secures the radius of curvature RCc of the carcass profile, secures the internal volume V of the tire, and secures the load capacity of the tire.

Further, in this tire 1, the tread profile drop amount DA [mm] at the tire contact edge T has a relationship of 0.008 ≤ DA/TW ≤ 0.060 with respect to the tire contact width TW [mm] (Fig. 4). As a result, there is an advantage that the sagging angle (defined by the ratio DA/(TW/2)) of the tread shoulder region is optimized, and the load capacity of the tread is properly ensured. Specifically, the above lower limit secures the sagging angle of the tread shoulder region, thereby suppressing a reduction in wear life due to excessive contact pressure in the tread shoulder region. Due to the above upper limit, the tire contact area becomes flat and the contact pressure is made uniform, thereby ensuring the wear resistance performance of the tire. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so the configuration described above can effectively optimize the contact pressure distribution in the tire contact area.

In the tire 1, the belt layer 14 includes a pair of cross belts 141, 142 formed by coating belt cords made of steel with coat rubber (see FIG. 1). Further, the strength Tbt [N/50 mm] per width 50 [mm] of each of the pair of cross belts 141 and 142 is in the range of 25≦Tbt/OD≦250 with respect to the tire outer diameter OD [mm]. As a result, there is an advantage that the load capacity of the cross belts 141 and 142 is appropriately ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the cross belts.

Further, in this tire 1, the strength Tbd [N] of one bead core 11 is in the range of 45≦Tbd/OD≦120 with respect to the tire outer diameter OD [mm]. As a result, there is an advantage that the load capacity of the bead core 11 is appropriately ensured. Specifically, the above lower limit suppresses deformation of the tire during use under a high load, ensuring wear resistance performance of the tire. In addition, the tire can be used at high internal pressure, and the rolling resistance of the tire is reduced. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so that the wear resistance performance and rolling resistance of the tires described above can be significantly reduced. The above upper limit suppresses deterioration of rolling resistance due to an increase in the mass of the bead core.

Further, in this tire 1, the bead core 11 is composed of a bead wire made of steel. Moreover, the total cross-sectional area σbd [mm̂2] of the bead wires is in the range of 0.025≦σbd/OD≦0.075 with respect to the tire outer diameter OD [mm]. As a result, there is an advantage that the strong Tbd [N] of the bead core 11 described above is realized.

[Tread surface]
FIG. 8 is a diagram showing an example of the tread surface of the tread portion. As shown in FIG. 8, the tread portion has circumferential main grooves 21a, 21b, 22a and 22b extending in the tire circumferential direction. A plurality of land portions 30, 31a, 31b, 32a, 32b are defined by these four circumferential main grooves 21a, 21b, 22a, and 22b. Further, the tread portion has lateral grooves 24a, 24b, 25a, 25b. The lateral groove 24a extends in the tire circumferential direction and the tire width direction and connects the circumferential main grooves 21a and 22a. The lateral groove 24b extends in the tire circumferential direction and the tire width direction and connects the circumferential main grooves 21b and 22b. The lateral groove 25a extends outward in the tire width direction from the circumferential main groove 22a and reaches the outer side of the ground contact edge T. As shown in FIG. The lateral groove 25b extends outward in the tire width direction from the circumferential main groove 22b and reaches the outer side of the ground contact edge T. As shown in FIG. In FIG. 8, the symbol Tss indicates the contact area of the tire. In the contact area Tss, the tire contact width is indicated by TW [mm] and the tire contact length is indicated by TL.

In FIG. 8, the tread portion center region Rce is a region centered on the tire equatorial plane CL, and is defined as contact width TW×0.4×(OD/SW)̂(1/4) [mm]. The tread shoulder region Rsh is a region included in the ground contact width TW [mm] other than the tread center region Rce.

[Groove area ratio]
In the tire 1 having the tread surface shown in FIG. It is preferable that the groove area ratio Aa [%] of the entire region is in the range of 25+100×(25.4/OD)≦Aa≦50+100×(25.4/OD).

By reducing the outer diameter OD, the floor of the vehicle can be lowered, and the space inside the vehicle can be increased. In addition, since the outer diameter OD is small, the rotational inertia can be reduced and the weight can be reduced, thereby greatly improving the fuel efficiency.

For the purpose of improving step climbing performance, it is necessary to increase the groove area ratio as the outer diameter OD becomes smaller. By changing the appropriate range of the groove area ratio according to the outer diameter OD, the grooves can easily bite the step, and the step can be easily climbed, and both the step climbing performance and the fuel efficiency can be compatible. The groove area of the entire tread portion includes the groove area of the lateral grooves. It is possible to improve the step climbing performance even for a tire in which the tread portion does not have a circumferential main groove and the groove area of the lateral groove is within the above range. The groove area ratio Aa [%] of the entire tread portion is more preferably in the range of 25+100*(25.4/OD)≤Aa≤45+100*(25.4/OD).

The groove area ratio is the ratio of the total area of grooves arranged in a predetermined region of the tread portion to the area of the region. The groove area ratio is defined as groove area/(groove area + contact area). Groove area refers to the opening area of the groove on the ground contact surface. Grooves refer to circumferential grooves, narrow grooves and lateral grooves (lug grooves) of the tread portion, and do not include sipes or kerfs. Moreover, the contact area means the contact area between the tire and the contact surface. In addition, the groove area and ground contact area were determined by applying a specified internal pressure (230 kPa) with the tire mounted on a specified rim and placed perpendicular to a flat plate in a stationary state with a specified load (80% load of maximum load capacity). ) is measured at the contact surface between the tire and the flat plate when a load corresponding to ) is applied.

This tire is equipped with sound absorbing material as a noise countermeasure for use in moving conference rooms, etc., and is equipped with sensors, sealants, and a thermoplastic resin inner liner for the purpose of maintenance-free use assuming use as a transport vehicle. can be done. It is also effective to install this tire on a vehicle equipped with a monitoring system. When used at high internal pressure, tread wear reaches its limit before the endurance limit of the tire side portion and belt portion, so it is also suitable for use in retreading.

The maximum groove depth Gmax [mm] of the entire tread portion preferably satisfies 0.006≦Gmax/OD≦0.083. Since the larger the outer diameter OD, the greater the inertial force, the fuel efficiency may deteriorate unless the groove depth is increased to reduce the mass. If the tire groove depth is too large with respect to the outer diameter OD, the groove wall may be crushed under a high load and the groove effect may not be sufficiently exhibited. Furthermore, if the groove depth is appropriate according to the outer diameter OD, the groove is more likely to engage the step even when going over the step, so the above range is desirable. The groove area of the entire tread portion includes the groove area of the lateral grooves. When the tread portion does not have the circumferential main grooves but has the lateral grooves, the step climbing performance can be improved even for a tire in which the maximum groove depth Gmax of the lateral grooves is within the above range. The maximum groove depth Gmax of the entire tread portion more preferably satisfies 0.009≦Gmax/OD≦0.060.

As shown in FIG. 8, the tread portion of this example has circumferential main grooves 21a, 21b, 22a and 22b extending in the tire circumferential direction. The circumferential main groove shall have a groove width of 3 mm or more. The projected area C [mm ² ] of the circumferential main groove preferably satisfies 0.03≦C/(SW×OD)≦1.01 with respect to the product of the outer diameter OD and the total width SW. By setting the area of the circumferential main groove to the outer diameter OD and the total width SW within the above ranges, the envelope characteristics are improved, making it easier to go over bumps. The projected area C is the total area of circumferential grooves for one circumference of the tire. As shown in FIG. 8, when the tread portion has a plurality of circumferential main grooves, the projected area C is the sum of the areas of all the circumferential main grooves. When the tread portion has only one circumferential main groove, the projected area C is the area of the one circumferential main groove. The projected area C [mm ² ] of the circumferential main groove more preferably satisfies 0.15≦C/(SW×OD)≦0.94.

The average number of pitches P [number] (P is a natural number) within the tire contact length in the contact area of the tread portion preferably satisfies OD/200≦P≦OD/50 with respect to the outer diameter OD. When the average number of pitches P is within this range, the number of lateral grooves falls within an appropriate range according to the number of pitches, so that it is easier to get stuck in a step when going over a step. This is because the smaller the outer diameter OD, the more disadvantageous the step-over performance becomes, so it is desirable to increase the block rigidity by reducing the pitch. The average number of pitches P [pieces] preferably satisfies OD/180≦P≦OD/60 with respect to the outer diameter OD. For example, when the outer diameter OD is 300 [mm], the pitch number P is preferably a natural number of 2 or more and 6 or less. Moreover, when the outer diameter OD is 650 [mm], the pitch number P is preferably a natural number of 4 or more and 13 or less.

Here, the average pitch number is the average value of the fluctuating pitch numbers when the number of pitches included in the ribs within the tire contact length varies with each tire rotation. do. Furthermore, when there are a plurality of ribs with different pitch numbers, the mean pitch number is the average for each rib.

The tread portion preferably has a circumferential main groove extending in the tire circumferential direction. The number Nm (Nm is a natural number) of the circumferential main grooves preferably satisfies SW/400≦Nm≦SW/20. The wider the total width SW, the wider the contact width TW. Therefore, when the number of circumferential main grooves is within the above range, the envelope characteristics are further improved, and the step climbing performance is improved. For example, when the total width SW is 100 [mm], the number Nm of the circumferential main grooves is preferably 1 or more and 3 or less. Further, when the total width SW is 400 [mm], the number Nm of the circumferential main grooves is preferably 1 or more and 13 or less.

The groove area ratio Ace of the tread center region Rce and the groove area ratio Ash of the tread shoulder region other than the tread center region Rsh preferably satisfy the relationship Ace<Ash, ie, the relationship Ace/Ash<1. . The tread center region Rce has a greater influence on noise performance than the tread shoulder region Rsh. Therefore, noise performance can be effectively improved by reducing the groove area ratio of the tread center region Rce. When the total width SW is small, the contact width TW is narrow and the tire contact length TL is long, resulting in deterioration in noise performance. Therefore, it is necessary to increase the tread center region Rce, which has few grooves. Similarly, when the outer diameter OD is increased, the tire contact length TL is increased, so the tread center region Rce must be increased.

Further, it is more preferable that the groove area ratio Ace and the groove area ratio Ash have a relationship of 0.2×(OD/300)≦Ace/Ash<1. With this relationship, noise performance and low rolling resistance performance can be improved. As the outer diameter OD increases, the groove area ratio Ace of the tread center region Rce needs to be increased. More preferably, the relationship between the groove area ratio Ace and the groove area ratio Ash is 0.3×(OD/300)≦Ace/Ash<0.95. More preferably, the relationship between the groove area ratio Ace and the groove area ratio Ash is 0.3×(OD/300)≦Ace/Ash<0.90.

The relationship between the pitch number Pce [piece] of the tread center region Rce and the pitch number Psh [piece] of the shoulder region Rsh is preferably 0.4≦Pce/Psh≦1.2. With this relationship between the pitch number Pce and the pitch number Psh, noise performance and low rolling resistance performance can be improved. More preferably, the relationship between the pitch number Pce and the pitch number Psh satisfies 0.5≦Pce/Psh≦1.0. The number of pitches is the number of lateral grooves 24a or lateral grooves 24b formed with a predetermined pitch length over the circumference of the tire. When the outer diameter OD is small, it is preferable to reduce the pitch number Pce.

In the tread center region Rce, the relationship between the average lateral groove width WLce [mm] within the tire contact length TL and the average number of pitches PCce within the tire contact length TL is 1500≦(WLce×PCce×OD)≦ 33,000 is preferred. Since the contact area increases as the outer diameter OD increases, it is preferable to reduce the area of the lateral grooves in the contact surface. By satisfying the above relationship between the average lateral groove width WLce and the average number of pitches PCce, noise performance and low rolling resistance performance can be further improved. More preferably, the relationship between the average lateral groove width WLce and the average number of pitches PCce satisfies 3000≦(WLce×PCce×OD)≦26000. If there are ribs with different average lateral groove widths and average pitches, the values are averaged for each rib.

It is preferable that the average pitch number PCce within the tire contact length TL in the tread portion center region Rce satisfies the relationship of 0.005≦PCce/OD≦0.020. Within the range that satisfies this relationship, the larger the outer diameter OD, the longer the tire circumference. By satisfying the above relationship, a similar effect can be obtained on any ground contact surface, and noise performance and low rolling resistance performance can be further improved. More preferably, the average number of pitches PCce within the tire circumference satisfies the relationship of 0.007≦PCce/OD≦0.017. Note that the average pitch number PCce is a natural number.

9 to 12 are charts showing the results of performance tests of tires according to embodiments of the present invention.

In this performance test, multiple types of test tires were evaluated with respect to (1) bump climbing performance and (2) fuel efficiency performance. As an example of small-diameter tires, test tires of two tire sizes are used. Specifically, [A] a test tire with a tire size of 235/45R10 is mounted on a rim with a rim size of 10×8, and [B] a test tire with a tire size of 145/80R12 is mounted on a rim with a rim size of 12×4.00B. [C] A test tire of tire size 165/25R5 is mounted on a rim of rim size 5×6.5.

(1) In the evaluation of step climbing performance, an internal pressure of 230 [kPa] and a load of 4.2 [kN] were applied to the test tire of [A] above, and the test tire of [B] above was given an internal pressure specified by JATMA. An internal pressure of 80 [%] and a load of 80 [%] of the JATMA specified load are applied, and an internal pressure of 230 [kPa] and a load of 1.1 [kN] are applied to the above [C] test tire. In addition, a four-wheeled low-floor vehicle with test tires mounted on all wheels went straight into a step at a speed of 10 km/h on a test course and climbed over the step. We measured the height of the step that could be overcome without the tire spinning. The height of the step that could be climbed with the reference tire is taken as the reference (100), and the larger the index, the better. This evaluation is performed by index evaluation with the comparative example as the standard (100), and the larger the numerical value, the better.

(2) In the evaluation of fuel efficiency, the test tire [A] was subjected to an internal pressure of 230 [kPa] and a load of 4.2 [kN], and the test tire [B] was subjected to a JATMA specified internal pressure of 80 [kN]. An internal pressure of [%] and a load of 80 [%] of the JATMA specified load are applied, and an internal pressure of 230 [kPa] and a load of 1.1 [kN] are applied to the above [C] test tire. In addition, a four-wheel low-floor vehicle with test tires mounted on all wheels traveled 50 laps of a 2-km-long test course at a speed of 100 km/h, and the fuel consumption rate (km/l) was measured. An index evaluation was performed using the comparative example as a standard (100), and the larger the value, the better the fuel efficiency.

The test tire of the example has the structure shown in FIG. A belt layer 14 consisting of belt edge covers 144, 144, a tread rubber 15, a sidewall rubber 16 and a rim cushion rubber 17 are provided.

The test tire of the comparative example has a tire outer diameter OD of 531 [mm], a total tire width SW of 143 [mm], and a tire contact width TW of 123 [mm]. Mounted on the rim.

As can be seen from the test results, the test tires of the examples have both step climbing performance and fuel efficiency performance.

1 tire; 10 rim; 11 bead core; 12 bead filler; 13 carcass layer; Tread; 152 undertread; 16 sidewall rubber; 17 rim cushion rubber; 18 inner liner; 21a, 21b, 22a, 22b circumferential main grooves;

Claims (5)

A tire comprising a pair of bead cores, a carcass layer spanning the bead cores, a belt layer arranged radially outside the carcass layer, and a tread portion,
The tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660,
The total tire width SW [mm] is in the range of 100 ≤ SW ≤ 400,
A tire, wherein the groove area ratio Aa [%] of the entire tread portion is in the range of 25+100×(25.4/OD)≦Aa≦50+100×(25.4/OD). The maximum groove depth Gmax [mm] of the entire tread portion is
The tire according to claim 1, wherein 006≤Gmax/OD≤0.083. The tread portion has a circumferential main groove extending in the tire circumferential direction,
The circumferential main groove has a groove width of 3 mm or more,
The projected area C [mm ² ] of the circumferential main groove is
3. The tire according to claim 1, wherein 0.03≦C/(SW×OD)≦1.01 is satisfied. The average number of pitches P [number] (P is a natural number) within the tire contact length in the contact area of the tread satisfies OD/200 ≤ P ≤ OD/50 with respect to the outer diameter OD [mm]. A tire according to any one of claims 1 to 3. The tread portion includes a circumferential main groove extending in the tire circumferential direction,
The tire according to any one of claims 1 to 4, wherein the number Nm (Nm is a natural number) of the circumferential main grooves satisfies SW/400≤Nm≤SW/30.

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