JP5006628B2 - Run flat tire - Google Patents

Description

  The present invention relates to a run-flat tire that can be reduced in weight and can improve riding comfort.

  Conventionally, there has been known a run-flat tire that can continuously travel at a relatively high speed for a certain distance (hereinafter referred to as “run-flat travel”) even when the air from the tire is removed due to puncture or the like. (See Patent Documents 1 and 2 below). This type of run-flat tire is provided with side reinforcing rubber having a substantially crescent-shaped cross section in order to increase the bending rigidity of the sidewall portion. And when the air of a tire escapes, the longitudinal bending of a tire is suppressed by the bending rigidity of this side reinforcement rubber.

  However, this type of run-flat tire has problems such as deterioration in fuel efficiency due to increase in tire mass and deterioration in riding comfort during normal driving with proper internal pressure due to the side reinforcement rubber. Easy to invite.

  In order to solve such a problem, the present applicant has already proposed the following Patent Document 3. The run-flat tire has a plurality of groove-shaped depressions extending inward and outward in the tire radial direction and spaced in the tire circumferential direction on the inner surface of the side reinforcing rubber at an angle of 0 to 60 degrees with respect to the tire radial direction. Is provided. Such a run-flat tire can reduce the weight of the tire by reducing the volume of the side reinforcing rubber. However, there is room for further improvement in terms of improving ride comfort during normal driving.

JP 2002-301911 A Japanese Patent No. 2999489 JP 2005-67315 A

  The present invention has been devised in view of the above problems, and a plurality of first concave grooves extending in the tire radial direction and spaced in the tire circumferential direction on the inner surface of the side reinforcing rubber, and these A run-flat tire that can be expected to further reduce weight and improve ride comfort without impairing run-flat durability, based on the provision of a second groove extending in the tire circumferential direction between the first grooves. The main purpose is to provide

The invention according to claim 1 is a toroidal carcass that extends from the tread portion through the sidewall portion to the bead core of the bead portion, and is arranged inside the carcass and along the sidewall portion in the tire radial direction. A run-flat tire including a side reinforcing rubber extending in the tire, wherein the side reinforcing rubber is provided with a plurality of concave grooves on an inner surface facing the tire lumen side, and the concave grooves are formed in the tire radial direction. a plurality of first grooves that are spaced in NobiKatsu tire circumferential direction, the saw including a second groove extending in the tire circumferential direction between the first groove, said first groove The second concave grooves adjacent to each other are provided at different positions in the tire radial direction .

  The invention according to claim 2 is the run-flat tire according to claim 1, wherein both ends of the second recessed groove communicate with the first recessed groove.

The invention according to claim 3, wherein the second groove is a run-flat tire according to be請 Motomeko 1 or 2, such a circular arc shape along the tire circumferential direction.

  According to a fourth aspect of the present invention, in the run flat tire according to the first or second aspect, the second concave grooves are arranged alternately between the first concave grooves.

  The invention according to claim 5 is the run flat tire according to any one of claims 1 to 4, wherein a width and a depth of the second groove are smaller than a width and a depth of the first groove. .

According to a sixth aspect of the present invention, in the tire meridian cross section including a tire rotation axis in a normal unloaded state in which a normal rim is assembled and a normal inner pressure is filled, the tire outer surface profile includes the tire outer surface. When the point on the outer surface of the tire separating the distance (SP) of 45% of the maximum tire width (SW) from the intersection (CP) between the tire and the tire equator (C) is (P), the point from the intersection (CP) The run-flat tire according to any one of claims 1 to 5, wherein the radius of curvature (RC) of the tire outer surface gradually decreases toward the outer side in the tire axial direction and satisfies the following relationship in a section up to (P): is there.
0.05 <Y60 / H ≦ 0.1
0.1 <Y75 / H ≦ 0.2
0.2 <Y90 / H ≦ 0.4
0.4 <Y100 / H ≦ 0.7
(Where Y60, Y75, Y90 and Y100 are the tire axial distances of 60%, 75%, 90% and 100% of the half width (SW / 2) of the maximum tire width in the tire axial direction from the intersection (CP). (The distances in the tire radial direction between the points P60, P75, P90 and P100 on the outer surface of the tire and the intersections (CP), and H is the tire cross-section height.)

  The run-flat tire of the present invention includes a plurality of first concave grooves extending in the tire radial direction and spaced apart in the tire circumferential direction on the inner surface of the side reinforcing rubber facing the tire lumen side, and the first concave grooves. And a second groove extending in the tire circumferential direction. The volume of the side reinforcing rubber can be reduced by these first and second concave grooves, and a side reinforcing rubber that is lighter than before can be provided. Further, the first concave groove mainly relaxes the circumferential rigidity of the side reinforcing rubber, while the second concave groove can relax the vertical rigidity of the side reinforcing rubber. Therefore, the run flat tire of the present invention can also improve the ride comfort.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
1 is a cross-sectional view of the run-flat tire 1 of the present embodiment in a normal unloaded state, FIG. 2 is a cross-sectional view at a tire circumferential direction position different from FIG. 1, and FIG. 3 is a partially enlarged view of those sidewall portions. FIG. 4 is a partial perspective view of the tire 1 as seen from the lumen side. Unless otherwise specified, the dimensions and the like of the tire are described as those in the normal no-load state.

  Here, the “regular no-load state” refers to a no-load state in which the run-flat tire 1 is assembled to the regular rim J and filled with the regular internal pressure.

  In addition, the “regular rim” is a rim determined for each tire in a standard system including a standard on which a tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, For ETRTO, use “Measuring Rim”.

  Furthermore, the “regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is JATMA and the table “TIRE LOAD” is TRA. The maximum value described in “LIMITS AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” for ETRTO, but 180 kPa for tires for passenger cars.

  The run-flat tire 1 includes a carcass 6 extending from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, and a belt layer 7 disposed outside the carcass 6 in the tire radial direction and inside the tread portion 2. A bead apex 8 extending from the outer surface of the bead core 5 in the radial direction of the tire to the outer side in the radial direction of the tire, an inner liner rubber 10 made of rubber having a gas barrier property disposed inside the carcass 6, and the inner A side reinforcing rubber 9 disposed inside the liner rubber 10 and at least a part of the sidewall portion 3.

  The carcass 6 is formed of at least one carcass ply 6A having a carcass cord arranged at an angle of, for example, 70 to 90 ° with respect to the tire equator C, in this embodiment, one carcass ply 6A. The carcass cord is preferably an organic fiber cord such as nylon, polyester, rayon or aromatic polyamide. The carcass ply 6A includes a toroidal main body portion 6a extending between the bead cores 5 and 5 and a pair of folded back portions that are provided on both sides of the bead core 5 and are folded from the inner side to the outer side in the tire axial direction. Part 6b.

  The bead apex rubber 8 is disposed between the main body portion 6a and the folded portion 6b of the carcass ply 6A. The bead apex rubber 8 is made of a relatively hard rubber, for example, having a rubber hardness of 65 to 95 degrees or more, more preferably 70 to 90 degrees, thereby increasing the bending rigidity of the bead portion 4 and thus improving the handling stability. To help.

  In the present embodiment, the folded portion 6b of the carcass ply 6A extends beyond the outer end 8t of the bead apex rubber 8 outward in the tire radial direction, and the outer end portion 6be is between the main body portion 6a and the belt layer 7. It is in the position between. Thereby, the side wall part 3 is effectively reinforced by one carcass ply 6A.

  The belt layer 7 is composed of two belt plies 7A and 7B having belt cords (steel cords in this embodiment) arranged at an angle of 10 to 35 ° with respect to the tire equator C, for example.

  The inner liner rubber 10 is disposed in a toroidal shape so as to straddle between the bead portions 4 and 4 along the inside of the carcass 6 in order to retain air in the tire lumen i. The inner liner rubber 10 is formed of a rubber composition having gas barrier properties such as butyl rubber, halogenated butyl rubber and / or brominated butyl rubber.

  As shown in FIGS. 1 and 2, the side reinforcing rubber 9 of the present embodiment is disposed inside the carcass 6 and the inner liner rubber 10, and from the center to the inner end 9 i and the outer end 9 o in the tire radial direction. Each of the base portions 9B includes a base portion 9B that gradually decreases in thickness toward the side wall portion 3 and smoothly curves and extends along the side wall portion 3. Further, the side reinforcing rubber 9 is provided continuously in an annular shape in the tire circumferential direction.

  The inner end 9 i of the side reinforcing rubber 9 is provided on the inner side in the tire radial direction with respect to the outer end 8 t of the bead apex 8 and on the outer side in the tire radial direction with respect to the bead core 5. Thereby, the bending rigidity from the side wall part 3 to the bead part 4 is improved with good balance. Further, the outer end 9o of the side reinforcing rubber 9 extends, for example, to the inside of the tread portion 2, and is provided at a position on the inner side in the tire axial direction from the outer end 7e of the belt layer 7 in this embodiment. Thereby, the rigidity of a buttress part etc. is improved effectively.

  The length L in the tire radial direction between the inner end 9i and the outer end 9o of the side reinforcing rubber 9 (that is, the length in the tire radial direction of the side reinforcing rubber 9) is not particularly limited. It is difficult to obtain the reinforcing effect, and on the other hand, even if it is too large, there is a tendency to deteriorate the ride comfort and rim assemblability during normal driving. From such a viewpoint, the length L is preferably 35 to 70% of the tire cross-section height H, more preferably about 40 to 65%. The tire cross-section height H is a distance from the bead base line BL to the outermost position in the tire radial direction.

  Further, the thickness t of the side reinforcing rubber 9 can be appropriately determined according to the load applied and the tire size. However, if the maximum thickness tc (shown in FIG. 2) is too small, the sidewall portion 3 It is difficult to obtain a reinforcing effect. From such a viewpoint, the maximum thickness tc is preferably 5 mm or more, more preferably 8 mm or more. On the other hand, if the maximum thickness tc is too large, the tire mass may increase and excessive heat generation may occur. Therefore, the thickness tc is preferably 20 mm or less, more preferably 15 mm or less.

  Further, in order to suppress the longitudinal deflection of the tire during the run-flat running, the hardness of the side reinforcing rubber 9 is preferably 60 degrees or more, more preferably 65 degrees or more. On the other hand, if the hardness of the side reinforcing rubber 9 is too large, the vertical spring of the tire becomes remarkably large and the ride comfort during normal running tends to be remarkably deteriorated. Therefore, it is preferably 95 degrees or less, more preferably 85 degrees or less. Is desirable.

  In addition, in this specification, the hardness of rubber shall be the hardness by durometer type A based on JIS-K6253.

  Further, the side reinforcing rubber 9 is provided with a plurality of concave grooves 11 in which the inner surface is recessed on the inner surface facing the tire lumen side of the base portion 9B having a substantially crescent-shaped cross section. The groove 11 includes a plurality of first grooves 12 extending in the tire radial direction and spaced in the tire circumferential direction, and a second groove 13 extending between the first grooves 12 in the tire circumferential direction. Including.

  Such a run flat tire 1 can reduce the volume of the side reinforcing rubber 9 by the first and second concave grooves 12 and 13, and can provide the side reinforcing rubber 9 that is lighter than before. Further, the circumferential rigidity of the side reinforcing rubber is mainly relieved by the first concave groove 12, while the second concave groove 13 can relieve the longitudinal rigidity of the side reinforcing rubber. As a result, the riding comfort during normal driving is improved.

  Further, during the run-flat running, the first concave groove 12 near the ground contact surface is deformed so as to widen the opening width at a substantially middle portion in the length direction along with the compression in the tire radial direction. At this time, the second concave groove 13 provided between the first concave grooves 12 and 12 alleviates those distortions by providing an escape space for the deformation of the first concave groove 12, and the side reinforcing rubber. The occurrence of cracks or the like in 9 can be suppressed over a long period of time. Thus, the run flat tire of the present invention can improve the weight reduction and the ride comfort, and can suppress the occurrence of damage to the side reinforcing rubber 9.

  In the present embodiment, as shown in FIGS. 4 and 5, the first concave groove 12 has a groove shape extending substantially parallel to the tire radial direction, and both are formed in the same shape. Further, the first concave groove 12 extends across the tire maximum width position M. Further, the inner end 12i and the outer end 12o in the tire radial direction of the first concave groove 12 are provided in front of the inner end 9i and the outer end 9o of the side reinforcing rubber 9, respectively.

  Here, with respect to the first concave groove 12, “extending in the tire radial direction” includes all aspects in which the length of the first concave groove 12 in the tire radial direction is larger than the length in the tire circumferential direction. Therefore, as shown in FIG. 4, the first concave groove 12 is not limited to the one extending in parallel with the tire radial direction, and it goes without saying that the first concave groove 12 may be inclined with respect to the tire radial direction. In this case, in order to sufficiently maintain the effect of reducing the tire circumferential rigidity of the side reinforcing rubber 9, the angle θ1 of the first concave groove 12 with respect to the tire radial direction is preferably 30 degrees or less, more preferably 15 degrees or less. More preferably, 5 degrees or less is desirable.

  Moreover, each dimension, such as the width | variety of 1st ditch | groove 12, length, or depth, the separation pitch of a tire circumferential direction, etc. can be suitably determined based on a tire size etc.

  For example, as shown in FIG. 4, the width W1 (measured in the direction perpendicular to the longitudinal direction) of the first groove 12 is preferably 5 mm or more, more preferably 8 mm or more, and with respect to the upper limit. Is preferably 15 mm or less, more preferably 13 mm or less. The width W1 is constant in the present embodiment, but may be changed as appropriate.

  The length L1 of the first concave groove 12 in the tire radial direction is preferably 20% or more, more preferably 30% or more of the length L of the side reinforcing rubber 9, and the upper limit is preferably Is 90% or less, more preferably 80% or less.

  Further, as shown in FIG. 3, the depth d1 of the first groove 12 is preferably 20% or more, more preferably 30% or more, and further preferably 50% or more of the thickness t of the side reinforcing rubber. The upper limit is preferably 90% or less, more preferably 80% or less, and still more preferably 70% or less. In the present embodiment, the first concave groove 12 has a groove depth d1 that gradually decreases from the central portion in the length direction toward the inner end 12i and the outer end 12o in the tire radial direction.

  If the width W1, the length L1 or the dent depth d1 is too small, the tire circumferential rigidity of the side reinforcing rubber 9 cannot be sufficiently reduced, and as a result, the riding comfort improvement effect may not be sufficiently expected. . On the contrary, if the width W1, the length L1, or the dent depth d1 is too large, sufficient load supporting ability cannot be exhibited during run-flat running, and the run-flat durability may be lowered.

Further, the separation pitch P in the tire circumferential direction of the first groove 12 (this is the tire maximum width position M).
Measured in ) Is preferably at least twice the width W1 of the first concave groove 12, more preferably at least three times, and the upper limit is preferably at most 6 times, more preferably at most 4 times. If the spacing pitch P of the first concave grooves 12 is too large, the tire circumferential rigidity of the side reinforcing rubber 9 cannot be sufficiently reduced. On the other hand, if the pitch P is too small, sufficient load supporting ability cannot be exhibited during run-flat travel, and as a result, durability may be reduced.

  In the present embodiment, the second concave groove 13 is an arc-shaped groove extending substantially parallel to the tire circumferential direction, and both ends 13 e are communicated with the first concave groove 12.

  Here, regarding the second groove 13, “extending in the tire circumferential direction” includes all aspects in which the length of the second groove 13 in the tire circumferential direction is larger than the length in the tire radial direction. Therefore, as shown in FIG. 4, the second concave groove 13 is not limited to the one extending in parallel with the tire circumferential direction, and it goes without saying that the second groove 13 may be inclined with respect to the tire circumferential direction. In this case, in order to effectively relieve the tire radial rigidity of the side reinforcing rubber 9, the angle θ2 of the second groove 13 with respect to the tire circumferential direction is preferably 30 degrees or less, more preferably 15 degrees or less, and still more preferably. Is preferably 5 degrees or less.

  Further, when both ends 13e of the second concave groove 13 are communicated with the first concave groove 12, the second concave groove 13 absorbs the deformation of the first concave groove 12 during run-flat traveling or the like. It becomes easy. Therefore, it is desirable that at least one end of the second concave groove 13, more preferably both ends 13 e communicate with the first concave groove 12.

  In addition, each dimension such as the width W2 or the depth d2 of the second concave groove 13 can be appropriately determined based on the tire size or the like.

  For example, as shown in FIG. 5, the width W2 (measured in the direction perpendicular to the longitudinal direction) of the second groove 13 is preferably 1 mm or more, more preferably 2 mm or more, and with respect to the upper limit. Is preferably 8 mm or less, more preferably 6 mm or less. The width W2 is formed constant in the present embodiment, but may be changed as appropriate.

  Further, as shown in FIG. 3, the depth d2 of the second groove 13 is preferably 5% or more, more preferably 10% or more, and further preferably 15% or more of the thickness t of the side reinforcing rubber. The upper limit is preferably 70% or less, more preferably 60% or less, and still more preferably 50% or less.

  If the width W2 or the recess depth d2 is too small, the tire radial rigidity of the side reinforcing rubber 9 cannot be sufficiently reduced. On the other hand, if the width W2 or the recess depth d2 is too large, sufficient load supporting ability cannot be exhibited during run-flat travel, and run-flat durability tends to be lowered. In particular, in order to prevent an excessive decrease in the tire radial rigidity of the side reinforcing rubber 9, the width W2 and the recess depth d2 of the second recess groove 13 are the width W1 and the recess depth of the first recess groove 12, respectively. It is desirable to form it smaller than the length d1.

  Furthermore, in order to prevent an excessive decrease in the tire radial rigidity of the side reinforcing rubber 9, the second concave groove 13 is not connected in an annular shape at the same tire radial direction position via the first concave groove 12 ( It is desirable that it is provided (without making one round). The second groove 13 is preferably connected to a portion other than the end portion of the first groove 12 in the tire radial direction in order to prevent a decrease in rigidity at the connection portion.

For example, as shown in FIG. 6, in a mode in which the second concave groove 13 is connected annularly at the same tire radial position via the first concave groove 12, the side reinforcing rubber 9 Since large bends continue at a constant position in the tire radial direction, the amount of vertical deflection tends to be large, and as a result, local heat generation may be caused and run-flat durability may be reduced.

In the present invention, as shown in FIG. 5, a second groove 13 adjacent to each other via the first groove 12, Ru provided at different positions in the tire radial direction. That is, the second concave groove 13 of this embodiment is provided on the outer concave groove 13o provided on the outer side in the tire radial direction from the tire maximum width position M and on the inner side in the tire radial direction from the maximum tire width position M. The recessed grooves 13i are provided alternately in the tire circumferential direction.

  Such second concave grooves 13 can disperse the deflection of the side reinforcing rubber 9 in and out of the tire radial direction during run-flat running. Therefore, it is possible to effectively disperse the distortion of the side reinforcing rubber 9 while reducing the weight of the side reinforcing rubber 9 and to suppress local heat generation in the side reinforcing rubber 9. Thereby, run-flat durability further improves. Further, since the second concave groove 13 is provided avoiding the tire maximum width position M of the sidewall portion 3 where the bending becomes the largest, the above-described strain dispersion is performed without impairing the load supporting ability of the side reinforcing rubber 9. The function can be demonstrated. In order to further enhance such an effect, the inner groove 13i and the outer groove 13o have distances SU and SD of at least 5 mm or more, more preferably 10 mm or more, radially inward and outward from the tire maximum width position M, respectively. It is desirable to separate.

  The tire maximum width position M is determined from the tire cross-sectional contour shape excluding characters, patterns, rim protectors and the like provided on the sidewall portion 3, specifically, the point m forming the maximum width of the carcass 6 substantially Are at the same height.

  In addition, as shown in FIG. 7, the second concave grooves 13 may be disposed every other one between the first concave grooves 12 and 12. That is, the separation pitch of the second concave grooves 13 is twice the separation pitch of the first concave portions 12. In this embodiment, the side reinforcing rubber 9 includes a first portion A1 having high rigidity in which the second groove 13 is not provided between the first grooves 12, and a second portion between the first grooves 12. Since the second portions A2 with small rigidity provided with the concave grooves 13 appear alternately in the tire circumferential direction, it is possible to prevent the amount of vertical deflection of the side reinforcing rubber 9 during run-flat running from increasing. Moreover, when the 2nd ditch | groove 13 is arrange | positioned every other between the said 1st ditch | grooves 12 and 12 like this aspect, the 2nd ditch | groove 13 is the same position of a tire radial direction. May be provided.

  Further, as shown in FIGS. 8A and 8B, the second groove 13 may be inclined at an angle θ2 with respect to the tire circumferential direction as described above. At this time, the second concave groove 13 may be constituted by only the outer concave groove 13o as in the aspect (a), or the outer and inner concave grooves as in the aspect (b). 13o and 13i may be included alternately.

  Moreover, in the aspect of FIG. 8, although the case where each 2nd ditch | groove 13 was inclined in the same direction with respect to the tire circumferential direction was shown, for example, as FIG. Two types can be included which are inclined in different directions with respect to the tire circumferential direction, and preferably these are alternately arranged in the tire circumferential direction. Further, in this embodiment, the second concave groove 13 includes the inner concave grooves 13i and 13o in the tire radial direction, but it goes without saying that either one may be used.

  Further, as shown in FIG. 10, the second groove 13 may be provided without both ends of the tire circumferential direction communicating with the first groove 12.

  The run flat tire 1 as described above can be easily manufactured, for example, by cutting the groove 11 on the inner surface of the base portion 9B of the side reinforcing rubber 9 after being normally vulcanized. Moreover, in order to improve productivity, it is also preferable to form the said recessed groove 11 simultaneously with the vulcanization molding of a tire.

  For example, as shown in Patent Document 3, a convex portion is provided in advance at a position in contact with the side reinforcing rubber 9 of a rubber balloon-like bladder that molds the inner surface of the tire, whereby the inner surface of the side reinforcing rubber 9 is recessed. Further, the concave groove 11 can be provided.

  Further, as shown in FIG. 11, a heat-resistant block piece (for example, heat-resistant resin, metal or vulcanized resin) that does not substantially deform even by heat during vulcanization is formed on the inner surface of the side reinforcing rubber 9 of the unvulcanized raw cover 1a. 15 is composed using a heat-resistant adhesive tape 16 or the like, and as shown in FIG. 12, this is a normal mold MD and a bladder B having a smooth surface. And vulcanization molding using. The side reinforcing rubber 9 is plasticized by heat during vulcanization, and the heat-resistant block piece 15 pressed by the bladder B is embedded therein. And as FIG. 13 shows, the said recessed part 11 is easily formed by removing the heat-resistant block 15 from the side reinforcement rubber 9 after vulcanization.

Further, the run-flat tire 1 of the present embodiment has a tire outer surface profile (contour line) TL as shown in FIG. 14 (regular unloaded state). The profile TL is specified in a state where the groove of the tread portion 2 is filled. In the normal no-load state, the profile TL is determined from the intersection point CP, where P is a point on the tire outer surface that is separated by a distance SP of 45% of the maximum tire width SW from the intersection point CP between the tire outer surface and the tire equator C. In the section up to the point P, the radius of curvature RC of the tire outer surface is gradually decreased toward the outer side in the tire axial direction, and the following relationship is satisfied.
0.05 <Y60 / H ≦ 0.1
0.1 <Y75 / H ≦ 0.2
0.2 <Y90 / H ≦ 0.4
0.4 <Y100 / H ≦ 0.7
Here, Y60, Y75, Y90, and Y100 separate the tire axial distances of 60%, 75%, 90%, and 100% of the half width (SW / 2) of the maximum tire width in the tire axial direction from the tire equator C, respectively. The distances in the tire radial direction between the points P60, P75, P90 and P100 on the tire outer surface and the intersection point CP. The “H” is a tire cross-sectional height.

RY60 = Y60 / H
RY75 = Y75 / H
RY90 = Y90 / H
RY100 = Y100 / H
Then, the range satisfying the above relationship is shown as a graph in FIG. As is clear from these, the profile TL of the tire outer surface that satisfies the above relationship becomes very round. For this reason, the ground contact shape of the tire having this profile TL has a small ground contact width and a large ground contact length. This helps to reduce tire noise while driving and improve hydroplaning performance.

  Further, the profile TL increases the area where the tread portion 2 is easily bent, but shortens the area of the sidewall portion 3. For this reason, the run flat tire 1 having the profile can significantly reduce the weight of the tire due to a synergistic effect with the weight reduction of the side reinforcing rubber 9. The radius of curvature RC is preferably decreased continuously as in the present embodiment, but can be decreased step by step. Furthermore, since the profile TL reduces the vertical spring of the tire, the riding comfort during normal driving is excellent.

  The present invention is particularly suitable for a passenger car, but it is needless to say that the present invention is not limited to the illustrated embodiment and can be implemented in various forms.

  In order to confirm the effects of the present invention, a plurality of run-flat tires having a tire size of “245 / 40ZR18” were prototyped based on the specifications in Table 1, and the following performance was tested. The length L of the side reinforcing rubber in the tire radial direction was unified to 60 mm, and the maximum thickness at the base was unified to 10 mm (all assumed to have the same mass).

  Further, the first groove has a width W1 = 8 mm, a length L = 30 mm, and a maximum recess depth d1 = 6 mm, and 60 grooves on one side are equally arranged in the tire circumferential direction.

  Further, the second concave groove was a groove having a semicircular cross section with a width W2 = 3 mm and a concave depth d2 = 3 mm, and was provided on the side reinforcing rubber according to the specifications in Table 1.

  Furthermore, two types of profiles A and B were tested as the specifications of the tire outer surface are described in Table 1. The test method is as follows.

<Runflat durability>
Each test tire was assembled on the rim described below, filled with an internal pressure of 230 kPa, and allowed to stand at a temperature of 38 ° C. for 34 hours, and then the valve core of the rim was removed to allow the tire lumen to communicate freely with the atmosphere. And in this state, it was made to run on the drum test machine which has a drum with a radius of 1.7 m on the following conditions, and the running distance until a tire broke was measured. The results were expressed as an index with Comparative Example 1 as 100. The larger the value, the better.
Rims: 18 x 8.5 JJ
Speed: 80km / h
Longitudinal load: 4.14kN

<Tire mass>
The mass of each test tire was measured. The results are shown as an index with Comparative Example 1 as 100. A smaller number indicates a lighter weight.

<Vertical spring index>
The test tire was mounted on the rim and filled with an internal pressure of 200 kPa, and a longitudinal load of 4 kN was measured. And it displayed with the index | exponent which sets the vertical spring of the comparative example 1 to 100. FIG. The larger the value, the smaller the vertical spring constant and the better the ride comfort.
The test results are shown in Table 1.

  As a result of the test, it was confirmed that the tires of the examples were reduced in weight without impairing the run-flat durability, and an improvement in riding comfort could be expected.

It is sectional drawing of the run flat tire which shows embodiment of this invention. It is sectional drawing in the tire circumferential direction position different from FIG. It is the elements on larger scale of the side wall part. It is the fragmentary perspective view of the sidewall part seen from the tire lumen. It is a side view of the side reinforcement rubber of this embodiment. It is a side view of the side reinforcement rubber which shows embodiment of a reference example . It is a side view of the side reinforcement rubber which shows embodiment of a reference example . (A) is a side view of a side reinforcing rubber showing an embodiment of a reference example, and (b) is the present embodiment. It is a side view of the side reinforcement rubber | gum which shows other embodiment of clear. It is a side view of the side reinforcement rubber which shows other embodiment of this invention. It is a side view of the side reinforcement rubber which shows other embodiment of this invention. It is sectional drawing of the raw cover which shows an example of the manufacturing method of the run flat tire of this embodiment. It is sectional drawing explaining the vulcanization | cure. It is sectional drawing after vulcanization which shows an example of the manufacturing method of the run flat tire of this embodiment. It is a diagram which shows the profile of a tire outer surface. It is a diagram which shows the range of RYi in each position of a tire outer surface.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Run flat tire 2 Tread part 3 Side wall part 4 Bead part 5 Bead core 6 Carcass 7 Belt layer 9 Side reinforcement rubber 9B Side reinforcement rubber base 9Bi Side reinforcement rubber inner surface 11 Groove 12 First groove 13 Second groove Ditch

Claims (6)

A run-flat tire comprising a toroidal carcass extending from the tread portion through the sidewall portion to the bead core of the bead portion, and a side reinforcing rubber disposed inside the carcass and extending inward and outward in the tire radial direction along the sidewall portion Because
The side reinforcing rubber is provided with a plurality of concave grooves on the inner surface facing the tire lumen side,
The concave groove includes a plurality of first concave grooves extending in the tire radial direction and spaced in the tire circumferential direction, and a second concave groove extending in the tire circumferential direction between the first concave grooves. See
A run-flat tire characterized in that the second groove adjacent to each other via the first groove is provided at a different position in the tire radial direction .
  The run-flat tire according to claim 1, wherein both ends of the second concave groove communicate with the first concave groove. Said second groove has run-flat tire according to be請 Motomeko 1 or 2, such a circular arc shape along the tire circumferential direction.
  The run-flat tire according to claim 1 or 2, wherein the second concave grooves are disposed every other one between the first concave grooves.   The run flat tire according to any one of claims 1 to 4, wherein a width and a depth of the second concave groove are smaller than a width and a depth of the first concave groove. In the tire meridian cross section including the tire rotation shaft in the normal unloaded state in which the rim is assembled to the regular rim and filled with the regular internal pressure,
The profile of the tire outer surface is defined as a point on the tire outer surface (P) that is separated from the intersection (CP) of the tire outer surface and the tire equator (C) by a distance (SP) of 45% of the maximum tire width (SW). The curvature radius (RC) of the tire outer surface gradually decreases toward the outer side in the tire axial direction in the section from the intersection (CP) to the point (P), and satisfies the following relationship: The run flat tire according to any one of the above.
0.05 <Y60 / H ≦ 0.1
0.1 <Y75 / H ≦ 0.2
0.2 <Y90 / H ≦ 0.4
0.4 <Y100 / H ≦ 0.7
(Where Y60, Y75, Y90 and Y100 are the tire axial distances of 60%, 75%, 90% and 100% of the half width (SW / 2) of the maximum tire width in the tire axial direction from the intersection (CP). (The distances in the tire radial direction between the points P60, P75, P90 and P100 on the outer surface of the tire and the intersections (CP), and H is the tire cross-section height.)

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