JP5835388B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that can improve the wear life of the tire.

  For example, in passenger car tires for taxis, there is a problem that the wear life of the tires should be improved.

  In addition, the technique described in patent document 1 is known as a conventional pneumatic tire relevant to this invention.

JP 2013-189121 A

  An object of the present invention is to provide a pneumatic tire capable of improving the wear life of the tire.

In order to achieve the above object, a pneumatic tire according to the present invention includes at least three circumferential main grooves extending in the tire circumferential direction, and at least four rows of land portions defined by the circumferential main grooves. The left and right circumferential main grooves on the outermost side in the tire width direction are referred to as outermost circumferential main grooves, and the tread portion center region and the tread with the left and right outermost circumferential main grooves as a boundary. When defining the shoulder region, the tread surface of the plurality of land portions in the center region of the tread protrudes outward in the tire radial direction from the tread profile, and the protrusion amount D of the tread surface of the land portion, The land portion width L of the land portion has a relationship of 0.001 ≦ D / L ≦ 0.003 .

  In the pneumatic tire according to the present invention, the ratio D / L of the protrusion D of the land portion and the land width L of the land portion is optimized, so that the protrusion amount D of the land surface is optimized. There are advantages to being.

FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire according to an embodiment of the present invention. FIG. 2 is a plan view showing a tread surface of the pneumatic tire depicted in FIG. 1. FIG. 3 is an explanatory view showing a main part of the pneumatic tire shown in FIG. FIG. 4 is an enlarged view showing the tread pattern shown in FIG. FIG. 5 is a chart showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Pneumatic tire]
FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire according to an embodiment of the present invention. The same figure has shown sectional drawing of the one-side area | region of a tire radial direction. The figure shows a radial tire for a passenger car as an example of a pneumatic tire.

  In the figure, the cross section in the tire meridian direction means a cross section when the tire is cut along a plane including a tire rotation axis (not shown). Reference sign CL denotes a tire equator plane, which is a plane that passes through the center point of the tire in the tire rotation axis direction and is perpendicular to the tire rotation axis. Further, the tire width direction means a direction parallel to the tire rotation axis, and the tire radial direction means a direction perpendicular to the tire rotation axis.

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

  The pair of bead cores 11 and 11 is an annular member formed by bundling a plurality of bead wires, and constitutes the core of the left and right bead portions. The pair of bead fillers 12 and 12 are disposed on the outer circumference in the tire radial direction of the pair of bead cores 11 and 11 to constitute a bead portion.

  The carcass layer 13 is bridged in a toroidal shape between the left and right bead cores 11 and 11 to form a tire skeleton. Further, both end portions of the carcass layer 13 are wound and locked outward in the tire width direction so as to wrap the bead core 11 and the bead filler 12. The carcass layer 13 is formed by rolling a plurality of carcass cords made of steel or an organic fiber material (for example, aramid, nylon, polyester, rayon, etc.) with a coat rubber, and has an absolute value of 80 [deg]. A carcass angle of 95 [deg] or less (inclination angle in the fiber direction of the carcass cord with respect to the tire circumferential direction).

  The belt layer 14 is formed by laminating a pair of cross belts 141 and 142 and a belt cover 143, and is arranged around the outer periphery of the carcass layer 13. The pair of cross belts 141 and 142 is formed by rolling a plurality of belt cords made of steel or organic fiber material with a coating rubber, and has an absolute value of a belt angle of 20 [deg] or more and 55 [deg] or less. Have. Further, the pair of cross belts 141 and 142 have belt angles with different signs from each other (inclination angle of the fiber direction of the belt cord with respect to the tire circumferential direction), and are laminated so that the fiber directions of the belt cords cross each other. (Cross ply structure). The belt cover 143 is formed by rolling a plurality of cords made of steel or organic fiber material covered with a coat rubber, and has a belt angle of 0 [deg] or more and 10 [deg] or less in absolute value. Further, the belt cover 143 is disposed so as to be laminated on the outer side in the tire radial direction of the cross belts 141 and 142.

  The tread rubber 15 is disposed on the outer circumference in the tire radial direction of the carcass layer 13 and the belt layer 14 to constitute a tread portion of the tire. The pair of side wall rubbers 16 and 16 are respectively arranged on the outer side in the tire width direction of the carcass layer 13 to constitute left and right side wall portions. The pair of rim cushion rubbers 17, 17 are respectively disposed on the inner side in the tire radial direction of the wound portions of the left and right bead cores 11, 11 and the carcass layer 13, and constitute the contact surfaces of the left and right bead portions with respect to the rim flange.

[Tread pattern]
FIG. 2 is a plan view showing a tread surface of the pneumatic tire depicted in FIG. 1. The figure shows a tread pattern of a tire for a passenger car for a taxi. In the figure, the tire circumferential direction refers to the direction around the tire rotation axis. Moreover, the code | symbol T is a tire grounding end.

  The pneumatic tire 1 includes a plurality of circumferential main grooves 21 and 22 extending in the tire circumferential direction and a plurality of land portions 31 and 32 partitioned by the circumferential main grooves 21 and 22 in a tread portion. Provide (see FIG. 2).

  The circumferential main groove is a circumferential groove having a wear indicator indicating the end of wear, and generally has a groove width of 4.0 [mm] or more and a groove depth of 7.5 [mm] or more. The groove width is measured as the maximum value of the groove width on the tread surface, and is measured excluding notches and chamfers formed in the groove openings. Further, the groove depth is measured as the maximum value from the tread surface to the groove bottom, and is measured by excluding partial uneven portions formed on the groove bottom.

  For example, in the configuration of FIG. 2, four circumferential main grooves 21 and 22 having a straight shape are arranged symmetrically about the tire equatorial plane CL. In this way, in the configuration in which the plurality of circumferential main grooves 21 and 22 are arranged symmetrically with respect to the tire equator plane CL as a boundary, the wear form in the left and right regions with the tire equator plane CL as a boundary is uniformized, This is preferable in that the wear life of the tire is improved.

  However, the present invention is not limited thereto, and the circumferential main grooves 21 and 22 may be arranged asymmetrically about the tire equatorial plane CL (not shown). Further, the circumferential main groove may be disposed on the tire equatorial plane CL (not shown). Further, the circumferential main groove may have a zigzag shape or a wavy shape extending while being bent or curved in the tire circumferential direction, and three or five or more circumferential main grooves may be arranged. (Not shown).

  In the configuration of FIG. 2, five rows of land portions 31 to 33 are partitioned.

  Here, the left and right circumferential main grooves 22 and 22 on the outermost side in the tire width direction are referred to as outermost circumferential main grooves. Further, the tread portion center region and the tread portion shoulder region are defined with the left and right outermost circumferential main grooves 22 and 22 as boundaries.

  Moreover, the land part 31 in the center among the five rows of land parts 31 to 33 is referred to as a center land part. The center land portion 31 is on the tire equatorial plane CL. The left and right land portions 32, 32 adjacent to the center land portion 31 are referred to as second land portions. Further, the left and right land portions 33, 33 on the outer side in the tire width direction of the left and right second land portions 32, 32 are referred to as shoulder land portions.

  At this time, the distance W1 between the left and right circumferential main grooves 21 and 21 in the tread portion center region and the tire equatorial plane CL is in a range of 0.05 ≦ W1 / TW ≦ 0.15 with respect to the tire ground contact width TW. It is in. The distance W2 between the left and right outermost circumferential main grooves 22, 22 and the tire equatorial plane CL is in the range of 0.20 ≦ W2 / TW ≦ 0.35 with respect to the tire ground contact width TW. Thereby, the arrangement positions of the circumferential main grooves 21 and 22 are optimized, and the wear energy on the tire contact surface is dispersed and uniformized.

  The distances W1, W2 and the tire contact width TW are applied to the tire by attaching the tire to the prescribed rim and applying the prescribed internal pressure, and in a state where the load corresponding to the prescribed load is applied by placing the tire perpendicular to the flat plate in a stationary state. Measured. At this time, the tire ground contact width TW is measured as the maximum linear distance in the tire axial direction on the contact surface between the tire and the flat plate.

  Here, the prescribed rim refers to “applied rim” prescribed in JATMA, “Design Rim” prescribed in TRA, or “Measuring Rim” prescribed in ETRTO. The specified internal pressure means “maximum air pressure” defined by JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The specified load means the “maximum load capacity” defined by JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO. However, in JATMA, in the case of tires for passenger cars, the specified internal pressure is air pressure 180 [kPa], and the specified load is 88 [%] of the maximum load capacity.

[Protruding part of the center land]
FIG. 3 is an explanatory view showing a main part of the pneumatic tire shown in FIG. The figure exaggeratedly shows that the tread surface of the land portions 31 and 32 protrudes from the tire profile R in the enlarged sectional view of the land portions 31 and 32 in the tread portion center region in the tire meridian direction.

  In the pneumatic tire 1, as shown in FIG. 3, the tread surfaces of the plurality of land portions 31 and 32 in the tread portion center region protrude outward from the tread profile R in the tire radial direction.

  The tread of the land portion is the difference between the tire and the flat plate when the tire is attached to the specified rim and applied with the specified internal pressure, and the load corresponding to the specified load is applied in a stationary state perpendicular to the flat plate. Contact surface.

  The tread profile R is a cross-sectional view in the tire meridian direction, and the edge portions on the outermost circumferential main grooves 22, 22 side of the left and right land portions 33, 33 in the tread portion shoulder region and the left and right tire ground contact ends T, T A single arc containing The tread profile R is measured using a laser profiler in a no-load state in which a tire is mounted on a specified rim and filled with a specified internal pressure. As the laser profiler, for example, a tire profile measuring device (manufactured by Matsuo Corporation) is used.

  Further, the protrusion amounts D1 and D2 of the treads of the land portions 31 and 32 and the land widths L1 and L2 of the land portions 31 and 32 are 0.001 ≦ D1 / L1 <0.007 and 0.001 ≦ D2 / L2 <0.007. The ratios D1 / L1 and D2 / L2 preferably have a relationship of 0.003 ≦ D1 / L1 ≦ 0.006 and 0.001 ≦ D2 / L2 ≦ 0.006, and 0.001 ≦ D1 / L1 It is more preferable to have a relationship of ≦ 0.006 and 0.003 ≦ D2 / L2 ≦ 0.006.

  The protrusion amount D is measured as the maximum protrusion amount of the tread surface of the land portion with respect to the tread profile R in a no-load state in which the tire is mounted on the specified rim and filled with the specified internal pressure.

  The land widths L1 and L2 are measured in a no-load state in which a tire is mounted on a specified rim and filled with a specified internal pressure. Further, in the configuration in which the land portion has a notch portion or a chamfered portion at the edge portion, an intersection (not shown) of the tire profile R and the extension line of the groove wall of the circumferential main groove is seen in a sectional view in the tire meridian direction. As a reference, land widths L1 and L2 are measured. In the configuration in which the circumferential main groove extends in a zigzag shape or a wave shape in the tire circumferential direction, the land widths L1 and L2 are measured with reference to the center line of the amplitude of the groove wall.

  In the above configuration, the tread surface of the land portions 31 and 32 in the center region of the tread portion protrudes outward in the tire radial direction, so that frictional energy generated at the edge portions of the land portions 31 and 32 is dispersed and reduced. As a result, the amount of friction energy generated on the tire contact surface is made uniform, and the wear life of the tire is improved.

  For example, in the configuration of FIG. 3, the three land portions 31 and 32 in the center region of the tread each have a tread surface that protrudes outward in the tire radial direction from the tread profile R, and are substantially over the entire circumference of the tire. It has a uniform cross-sectional shape. In addition, the treads of the land portions 31 and 32 have an arc shape or a substantially trapezoidal shape that protrudes outward in the tire radial direction in a sectional view in the tire meridian direction. Further, the protrusion amounts D1 and D2 of the land portions 31 and 32 are maximum on the center line of the land portions 31 and 32.

  Further, the left and right ends of the tread surfaces of the land portions 31 and 32 in the tire width direction are on the red profile R. For this reason, in each land part 31 and 32, the whole tread protrudes in the tire radial direction outside rather than the tread profile R. In such a configuration, the tire ground contact length is smaller than the configuration in which the left and right ends of the tread surface of the land portion are on the inner side in the tire radial direction from the red profile R (the configuration in which the land portion is shouldered, not shown). Since it becomes longer, steering stability is improved.

  In addition, the left and right end portions in the tire width direction of the treads of the land portions 31 and 32 are measurement points of the land portion widths L1 and L2. Further, when the distance in the tire radial direction between the measurement points of the land widths L1 and L2 and the tread profile R is within a range of ± 0.5 [mm] in a cross-sectional view in the tire meridian direction, the land width It can be said that the measurement points of L1 and L2 are on the tread profile R.

[Rug groove]
FIG. 4 is an enlarged view showing the tread pattern shown in FIG.

  As shown in FIGS. 2 and 4, the pneumatic tire 1 includes a plurality of lug grooves 41 to 43. These lug grooves 41 to 43 are arranged in the land portions 31 to 33.

  The lug groove means a lateral groove having a groove width Wr1, Wr2 of 1.5 [mm] or more and a groove depth of 5.0 [mm] or more. The groove width is measured as the maximum value of the groove width on the tread surface, and is measured excluding notches and chamfers formed in the groove openings. Further, the groove depth is measured as the maximum value from the tread surface to the groove bottom, and is measured by excluding partial uneven portions formed on the groove bottom.

  For example, in the configuration of FIG. 2, all the land portions 31 to 33 each have a plurality of lug grooves 41 to 43 extending in the tire width direction. Moreover, as shown in FIG. 4, these lug grooves 41 to 43 have a semi-closed structure, open to one of the circumferential main grooves 21 and 22 at one end, and to the other end. And terminates in the land portions 31-33. Thus, the five rows of land portions 31 to 33 are ribs that are continuous in the tire circumferential direction.

  At this time, the length Lr of the lug grooves 41 to 43 in the tire width direction and the width L of the land portions 31 to 33 preferably have a relationship of Lr / L ≦ 0.40, and Lr / L ≦ 0. It is more preferable to have 20 relationships. Thereby, the rigidity of the land portions 31 to 33 is ensured, and the wear life of the tire is improved. The lower limit of the ratio Lr / L is not particularly limited, but is preferably 0.10 ≦ Lr / L. Thereby, the suppression effect of the friction energy of the edge part of the land parts 31-33 by the lug grooves 41-43 is ensured, and the wear life of a tire becomes long.

  The length Lr of the lug grooves 41 to 43 and the width L of the land portions 31 to 33 are measured as a no-load state while applying a specified internal pressure by mounting the tire on a specified rim.

[Pitch variation]
The pneumatic tire 1 has a pitch variation structure in which the pitch arrangement is changed in the tire circumferential direction. The pitch arrangement is configured by arranging a plurality of lug grooves, sipes, notches, kerfs, and the like at a predetermined pitch in the tire circumferential direction. The types of pitch arrangement include a single pitch arrangement, a periodic pitch arrangement, and a random pitch arrangement.

  A pitch means the minimum unit of a pattern component when the same pattern is repeated along the tire circumferential direction. Generally, the pitch is defined by the arrangement of lug grooves that affect the pattern noise and wear life of the tire. Moreover, in the land part which does not have a lug groove, a pitch is prescribed | regulated by a sipe or a notch.

  For example, in the configuration of FIG. 1, the pitch arrangement of the plurality of lug grooves 41 to 43 in each land portion 31 to 33 is composed of combinations of three types of pitches having mutually different pitch lengths Pa, Pb, and Pc. The pitch is arranged in a predetermined arrangement pattern in the tire circumferential direction.

  At this time, the ratio between the maximum value and the minimum value of the pitch length is preferably 1.6 or less, and more preferably 1.2 or more and 1.3 or less.

  In the configuration having such a pitch variation structure, the friction energy in the ground contact surface is made uniform when the tire rolls. Thereby, the wear life of the tire is improved.

[Sipe of shoulder land]
Moreover, in this pneumatic tire 1, as shown in FIG. 4, the land portion 33 in the tread portion shoulder region has a plurality of dotted sipes 5 scattered at predetermined intervals in the tire circumferential direction, It is preferable to have a continuous sipe 6 extending in a zigzag shape.

  A sipe is a cut formed in a land portion, and generally has a sipe width of less than 1.0 [mm].

  In such a configuration, the land portion 33 in the shoulder region of the tread portion has the dotted sipe 5 or the continuous sipe 6, so that the wear state of the tire after progress of wear is camouflaged, and the appearance of the tire is improved.

  As a configuration having the same function, for example, the land portion 33 may have cylindrical dimples that are scattered at predetermined intervals in the tire circumferential direction (not shown).

[effect]
As described above, the pneumatic tire 1 includes at least three circumferential main grooves 21 and 22 extending in the tire circumferential direction and at least four rows defined by the circumferential main grooves 21 and 22. Of land portions 31 to 33 (see FIG. 2). The tread surfaces of the plurality of land portions 31 to 33 in the center region of the tread portion protrude outward in the tire radial direction from the tread profile R (see FIG. 3). Moreover, the protrusion amount D (D1, D2 in FIG. 3) of the tread of the land portions 31-33 and the land width L (L1, L2 in FIG. 3) of the land portions 31-33 are 0.001 ≦ D / L <0.007.

  In such a configuration, the tread surface of the land portions 31 and 32 in the center region of the tread portion protrudes outward in the tire radial direction, so that frictional energy generated at the edge portions of the land portions 31 and 32 is dispersed and reduced. As a result, the amount of friction energy generated on the tire ground contact surface is made uniform, and there is an advantage that the wear life of the tire is improved.

  Moreover, when ratio D / L exists in said range, there exists an advantage by which the projection amount D of the tread of the land parts 31-33 is optimized. That is, by satisfying 0.001 ≦ D / L, the protrusion amount D of the tread is appropriately ensured, and the dispersion action of the friction energy is appropriately ensured. Moreover, by being D / L <0.007, it is prevented that the protrusion amount D of a tread is excessive, and concentration of the friction energy in the center part of the land parts 31-33 is suppressed.

  Moreover, in this pneumatic tire 1, the left and right end portions in the tire width direction of the treads of the land portions 31 and 32 are on the tread profile R (see FIG. 3). In such a configuration, the tire ground contact length compared to the configuration in which the left and right ends of the tread surface of the land portion are on the inner side in the tire radial direction of the tread profile R (the configuration in which the land portion falls on the shoulder, not shown). Becomes longer. Thereby, there exists an advantage which steering stability improves.

  In the pneumatic tire 1, the distance W2 between the left and right outermost circumferential main grooves 22, 22 and the tire equatorial plane CL is 0.20 ≦ W2 / TW ≦ 0.35 with respect to the tire ground contact width TW. It is in range (see FIG. 2). Thereby, the arrangement positions of the circumferential main grooves 22 and 22 are optimized, and the wear energy on the tire contact surface is dispersed and uniformized. Thereby, there exists an advantage which the wear life of a tire improves.

  In the pneumatic tire 1, the distance W1 between the circumferential main groove 21 in the center region of the tread portion and the tire equatorial plane CL is 0.05 ≦ W1 / TW ≦ 0.15 with respect to the tire ground contact width TW. (See FIG. 2). In such a configuration, the arrangement position of the circumferential main groove 21 is optimized, and the wear energy on the tire contact surface is dispersed and uniformized. Thereby, there exists an advantage which the wear life of a tire improves.

  The pneumatic tire 1 has a pitch variation structure (see FIG. 2). Further, the ratio (pitch ratio) between the maximum value and the minimum value of the pitch lengths Pa to Pc is 1.6 or less. As a result, there is an advantage that the frictional energy in the contact surface is made uniform during rolling of the tire and the wear life of the tire is improved.

  In the pneumatic tire 1, at least one row of land portions 31 and 32 in the center region of the tread portion includes a plurality of lug grooves 41 and 42 arranged at a predetermined pitch in the tire circumferential direction. Further, the length Lr (Lr1, Lr2 in FIG. 4) of the lug grooves 41, 42 in the tire width direction and the width L (D1, D2 in FIG. 4) of the land portions 31, 32 are Lr / L ≦ It has a relationship of 0.40.

  Moreover, in this pneumatic tire 1, at least three circumferential main grooves 21 to 22 are arranged symmetrically about the tire equatorial plane CL (see FIG. 2). As a result, the wear forms in the left and right regions with the tire equatorial plane CL as a boundary are made uniform, and there is an advantage that the wear life of the tire is improved.

  Moreover, in this pneumatic tire 1, the land portion 33 in the shoulder region of the tread portion includes a plurality of continuous sipes 6 that extend in a wavy or zigzag manner in the tire circumferential direction, or a plurality of points that are scattered at predetermined intervals in the tire circumferential direction. It has a dotted sipe 5 (see FIG. 4). Thereby, the wear situation of the tire after progress of wear is camouflaged, and there is an advantage that the appearance of the tire is improved.

  FIG. 5 is a chart showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.

  In this performance test, the wear life of several types of test tires was evaluated. Further, a test tire having a tire size of 185 / 65R15 is assembled to a rim having a rim size of 15 × 5.5 J, and an air pressure of 200 kPa and a maximum load specified by JATMA are applied to the test tire. In addition, test tires are mounted on all wheels of FF (Front engine Rear drive) sedan passenger cars, which are test vehicles. Then, the travel distance until the tire is completely worn is measured, and index evaluation is performed. This evaluation is based on Conventional Example 1 as a reference (100), and the larger the value, the better.

  The test tires of Examples 1 to 10 have the configurations of FIGS. 1 to 4, and the tread surfaces of the land portions 31 and 32 in the tread portion center region protrude outward in the tire radial direction. Further, the widths L1 and L2 of the land portions 31 and 32 in the tread portion center region are L1 = L2 = 20 [mm].

  In the test tire of Conventional Example 1, the tread surface of the land portions 31 and 32 in the center region of the tread portion is on the tire profile R in the configuration of Example 1. The test tire of Conventional Example 2 has a large ratio D1 / L1 and a ratio D2 / L2 in the configuration of Example 1.

  As the test results show, it can be seen that in the test tires of Examples 1 to 10, the wear life of the tire is improved.

  1: pneumatic tire, 11: bead core, 12: bead filler, 13: carcass layer, 14: belt layer, 141, 142: cross belt, 143: belt cover, 15: tread rubber, 16: sidewall rubber, 17: Rim cushion rubber, 21 and 22: circumferential main groove, 31 to 33: land portion, 41 to 43: lug groove, 5: dotted sipe, 6: continuous sipe

Claims (7)

A pneumatic tire comprising at least three circumferential main grooves extending in the tire circumferential direction and at least four rows of land portions defined by the circumferential main grooves,
When the left and right circumferential main grooves on the outermost side in the tire width direction are referred to as outermost circumferential main grooves, and the tread portion center region and the tread shoulder region are defined with the left and right outermost circumferential main grooves as boundaries,
The tread surface of the plurality of land portions in the center region of the tread protrudes outward in the tire radial direction from the tread profile, and
The pneumatic tire according to claim 1, wherein a protrusion amount D of a tread surface of the land portion and a land width L of the land portion have a relationship of 0.001 ≦ D / L ≦ 0.003 .   The pneumatic tire according to claim 1, wherein left and right end portions of the tread surface of the land portion in the tire width direction are on a tread profile.   The air according to claim 1 or 2, wherein a distance W2 between the left and right outermost main grooves and the tire equatorial plane is in a range of 0.20≤W2 / TW≤0.35 with respect to the tire ground contact width TW. Enter tire.   The distance W1 between the circumferential main groove in the tread portion center region and the tire equatorial plane is in a range of 0.05 ≦ W1 / TW ≦ 0.15 with respect to the tire ground contact width TW. The pneumatic tire according to any one of the above. At least one row of the land portions in the center region of the tread includes a plurality of lug grooves arranged at a predetermined pitch in the tire circumferential direction, and
The pneumatic tire according to any one of claims 1 to 4 , wherein a length Lr of the lug groove in a tire width direction and a width L of the land portion have a relationship of Lr / L≤0.40. The pneumatic tire according to any one of claims 1 to 5 , wherein at least three of the circumferential main grooves are arranged symmetrically about the tire equatorial plane. The land portion in the shoulder region of the tread has a continuous sipe extending in a wavy shape or a zigzag shape in the tire circumferential direction, or a plurality of dot sipes scattered at predetermined intervals in the tire circumferential direction. The pneumatic tire according to any one of 6 .

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