JP7135460B2 - pneumatic tire - Google Patents

Description

The present invention relates to pneumatic tires.

In recent years, there is an increasing demand for reducing the rolling resistance of pneumatic tires and reducing the weight of pneumatic tires for the purpose of improving fuel efficiency during vehicle travel. For this reason, some conventional pneumatic tires are devised to reduce rolling resistance and weight. For example, in the pneumatic radial tire described in Patent Document 1, the tan δ of the tread rubber is set within a predetermined range, the rubber thickness of the tread portion and sidewall portion is set within a predetermined range, and the bead portion from the tread ground contact edge A predetermined range of rubber thickness toward the side is defined to be thinner than the rubber thickness of the tread portion. Further, in the pneumatic tire described in Patent Document 2, the carcass ply reinforcing layer is arranged outside the carcass at the maximum width position of the tire in the tire width direction, and the width of the carcass ply reinforcing layer and the carcass ply reinforcing layer are embedded. It defines the angle of the stiffening element that Moreover, in the pneumatic tire described in Patent Document 3, the height of the bead filler is specified. Patent Documents 1 to 3 attempt to reduce rolling resistance by implementing these regulations.

Also, as one method for achieving weight reduction, weight reduction of the bead portion has been proposed. Techniques described in Patent Documents 4 to 6 are known as conventional pneumatic tires designed to reduce the weight of the bead portion. Patent Documents 4 to 6 attempt to reduce the weight of the pneumatic tire by omitting the bead filler.

Japanese Patent No. 3151035 JP 2011-79469 A JP 2011-98597 A JP-A-9-109625 JP 2008-149778 A JP 2015-20741 A

Here, pneumatic tires are required to have various performances other than reduction in rolling resistance and weight reduction. Braking performance can be improved by using a tread rubber with a high tan δ, but if the tread rubber has a high tan δ, rolling resistance tends to deteriorate. One method for achieving both braking performance and low rolling resistance is to reduce the tan δ of the tread rubber, make the profile of the tread portion relatively flat, and reduce the thickness of the side rubber. Thus, by lowering the tan δ of the tread rubber, deterioration of rolling resistance can be suppressed, and by flattening the profile of the tread portion, the ground contact area can be increased, thereby improving braking performance. be able to. In addition, by reducing the thickness of the side rubber, the rigidity of the tire side portion is lowered, so that the tire side portion easily bends when a load is applied, and the ground contact area can be increased, thereby improving the braking performance.

However, when the thickness of the side rubber is reduced, there is a risk that the difference in rigidity between the position where the turnup portion of the carcass layer is arranged and the position other than the turnup portion in the tire side portion becomes too large. That is, when the bead filler is omitted, the rigidity borne by the carcass layer is important for the rigidity in the vicinity of the bead portion. On the other hand, one carcass ply constitutes the carcass layer on the tire radial outside of the position where the turnup portion is arranged. Therefore, the rigidity in the vicinity of the turnup portion is significantly lower than the rigidity at the position on the tire radial direction outer side of the turnup portion compared to the rigidity at the position where the turnup portion is arranged in the tire radial direction. There is fear.

In this case, when a load is applied to the tire side portion, the radially outer position of the turnup portion with relatively low rigidity is first deflected by the load, and then the turnup portion with relatively high rigidity is bent. The position where it is arranged is bent. At that time, since the rigidity is significantly different between the position where the turnup portion is arranged and the position of the turnup portion on the outer side in the tire radial direction, the load when the position where the turnup portion is arranged is deflected The degree of bending with respect to the load is greatly reduced compared to the degree of bending at the position outside the tire radial direction of the turnup portion. For this reason, the degree of bending with respect to the load varies greatly before and after the position where the turnup portion is arranged begins to bend, and this may lead to a decrease in steering stability. In other words, there is a possibility that the steering stability performance including ride comfort may be degraded due to the sudden change in the way the tire is flexed with respect to the load. As described above, it has been very difficult to achieve both braking performance and low rolling resistance and to improve steering stability performance.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire capable of improving steering stability performance while suppressing deterioration of braking performance and deterioration of rolling resistance.

In order to solve the above-described problems and achieve the object, a pneumatic tire according to the present invention has a tread portion that extends in the tire circumferential direction and is formed in an annular shape, and has a tread rubber, and on both sides of the tread portion. A pair of sidewall portions provided, a pair of bead portions provided inside the pair of sidewall portions in the tire radial direction, a bead core provided in the bead portions, and the pair of beads a carcass layer spanning between portions; and an inner liner disposed along the carcass layer on the inner surface of the tire, wherein the carcass layer includes a carcass body portion spanning between the pair of bead portions; It is formed continuously from the carcass main body, folded back from the tire width direction inner side to the tire width direction outer side along the peripheral edge of the bead core, and contacts the carcass main body from the position of the outer end of the bead core in the tire radial direction. and a turnup portion extending toward the sidewall portion side, and a tie rubber is disposed between the carcass layer and the inner liner located in the sidewall portion, and the tie rubber is , the tie rubber terminal portion, which is the radially inner end portion of the tire, is located radially inward of the turnup edge portion, which is the radially outer end portion of the turnup portion, so that the turnup portion is The overlap amount H1 of the tie rubber with respect to the turnup portion is 20% of the turnup width Ht, which is the distance between the outer end portion of the bead core and the turnup edge portion. % or more and 60% or less.

Further, in the above pneumatic tire, the turnup width Ht has a normal line of the carcass layer passing through the outer end portion of the bead core as a reference line inside the turnup portion, and passes through the turnup edge portion. It is the distance between the turnup portion inner reference line and the turnup portion outer reference line when a line parallel to the inner reference line is set as the turnup portion outer reference line, and the overlap amount H1 is the tie rubber end It is preferably the distance between the tie rubber terminal reference line and the turnup outer reference line when the tie rubber terminal reference line is a line passing through the part and parallel to the turnup inner reference line.

Further, in the above pneumatic tire, the thickness Gt of the tie rubber at the position of the tie rubber end portion and the thickness Gi of the inner liner at the position adjacent to the tie rubber end portion have a relationship of Gt≦Gi. Preferably.

In the above pneumatic tire, it is preferable that the thickness Gi of the inner liner is the thickness of the inner liner on the normal line of the carcass layer passing through the tie rubber end portion.

Further, in the above pneumatic tire, the tread radius of the tread portion in the tire meridian section is within the range of 600 mm or more and 1700 mm or less, and the contact width is within the range of 60% or more and 90% or less of the maximum width of the tire. is preferred.

Further, in the above pneumatic tire, the height in the tire radial direction from the reference position on the inner side in the tire radial direction of the tire section height to the tire maximum width position is in the range of 50% or more and 60% or less with respect to the tire section height. preferably within

Further, in the pneumatic tire, it is preferable that the thickness of the side rubber portion of the sidewall portion located outside the carcass layer in the tire width direction at the maximum width position of the tire is in the range of 1 mm or more and 4 mm or less.

In the above pneumatic tire, the tread rubber has a thickness Gc at the center position and a thickness Gs at the shoulder position satisfying a relationship of Gc≧Gs, and the thickness Gc at the center position and the thickness Gs at the shoulder position It is preferable that the thickness Gs at each position be within the range of 2% or more and 10% or less of the tire section height.

In the above pneumatic tire, the turnup portion has a height in the tire radial direction from a reference position on the inner side of the tire cross-sectional height in the tire radial direction to the turnup edge portion, which is 10% or more of the tire cross-sectional height. It is preferably within the range of 40% or less.

ADVANTAGE OF THE INVENTION The pneumatic tire which concerns on this invention is effective in the ability to improve steering stability performance, suppressing the deterioration of braking performance and the deterioration of rolling resistance.

FIG. 1 is a meridional cross-sectional view showing essential parts of a pneumatic tire according to an embodiment. 2 is a detailed view of the sidewall portion and the bead portion shown in FIG. 1. FIG. 3 is a detailed view of the bead shown in FIG. 2; FIG. 4 is a detailed view of the bead core shown in FIG. 3; FIG. FIG. 5 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of a case in which six layers of bead wires are laminated. FIG. 6 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of a modification in which bead wires are laminated in five layers. FIG. 7 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram of a modification in which six layers of bead wires are laminated. FIG. 8A is a chart showing the results of a performance evaluation test of pneumatic tires. FIG. 8B is a chart showing the results of a performance evaluation test of pneumatic tires. FIG. 8C is a chart showing the results of a performance evaluation test of pneumatic tires.

EMBODIMENT OF THE INVENTION Below, embodiment of the pneumatic tire which concerns on this invention is described in detail based on drawing. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be replaced and easily conceived by those skilled in the art, or those that are substantially the same.

[Embodiment]
In the following description, the tire radial direction refers to a direction orthogonal to the tire rotation axis (not shown), which is the rotation axis of the pneumatic tire 1, and the tire radial direction inner side is the side facing the tire rotation axis in the tire radial direction. , the tire radial direction outside means the side away from the tire rotation axis in the tire radial direction. Moreover, the tire circumferential direction refers to the circumferential direction with the tire rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the tire rotation axis, the tire width direction inner side refers to the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the tire width direction outer side refers to the tire width direction. , the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane orthogonal to the tire rotation axis and passing through the center of the tire width of the pneumatic tire 1. The tire equatorial plane CL is the center position of the pneumatic tire 1 in the tire width direction. The center line in the width direction coincides with the position in the tire width direction. The tire width is the width in the tire width direction between the outermost portions in the tire width direction, that is, the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. A tire equator line is a line that is on the tire equatorial plane CL and extends along the tire circumferential direction of the pneumatic tire 1 . Further, in the following description, a meridional cross section of the tire refers to a cross section obtained by cutting the tire along a plane including the tire rotation axis.

FIG. 1 is a meridional cross-sectional view showing essential parts of a pneumatic tire 1 according to the embodiment. In the pneumatic tire 1 according to the present embodiment, when viewed in a tire meridional cross section, a tread portion 2 extending in the tire circumferential direction and formed in an annular shape is disposed at the outermost portion in the tire radial direction. The tread portion 2 has tread rubber 4 made of a rubber composition. The surface of the tread portion 2, that is, the portion that contacts the road surface when the vehicle (not shown) on which the pneumatic tire 1 is mounted is formed as a ground contact surface 3. forming part of the contour. In the tread portion 2, a plurality of circumferential grooves 25 extending in the tire circumferential direction and a plurality of lug grooves (not shown) extending in the tire width direction are formed on the ground contact surface 3. These circumferential grooves 25 and lug grooves are formed. Thus, a plurality of land portions 20 are defined on the surface of the tread portion 2 .

The circumferential grooves 25 may extend linearly in the tire circumferential direction, or may be provided in a wave shape or zigzag shape that oscillates in the tire width direction while extending in the tire circumferential direction. The lug grooves may also extend linearly in the tire width direction, may be inclined in the tire circumferential direction while extending in the tire width direction, or may be curved or bent in the tire circumferential direction while extending in the tire width direction. may be formed.

The tread rubber 4 of the tread portion 2 has a cap rubber 4a that forms the ground-contacting surface 3 and a base rubber 4b positioned inside the cap rubber 4a in the tire radial direction. That is, the tread portion 2 is configured by laminating the cap rubber 4a and the base rubber 4b in the tire radial direction. These cap rubber 4a and base rubber 4b have a tan δ at 60° C. of 0.3 or less.

In addition, tan δ here is based on JIS-K6394, using a viscoelastic spectrometer (manufactured by Toyo Seiki Seisakusho), frequency 20 Hz, initial strain 10%, dynamic strain ± 2%, temperature 60 ° C. is measured by

Shoulder portions 5 are positioned at both outer ends of the tread portion 2 in the tire width direction, and a pair of sidewall portions 8 are arranged inside the shoulder portions 5 in the tire radial direction. That is, the pair of sidewall portions 8 are arranged on both sides of the tread portion 2 in the tire width direction. ing. The sidewall portion 8 formed in this way is the portion exposed to the outermost side in the tire width direction of the pneumatic tire 1, and has a side rubber 9 made of a rubber material.

A bead portion 30 is provided inside each of the pair of sidewall portions 8 in the tire radial direction. The bead portions 30 are arranged at two locations on both sides of the tire equatorial plane CL in the same manner as the sidewall portion 8 . It is A bead core 31 is arranged in each bead portion 30 .

A belt layer 14 is provided inside the tread portion 2 in the tire radial direction. The belt layer 14 is formed by laminating a pair of cross belts 141 and 142 and a belt cover 143 . The pair of cross belts 141 and 142 are formed by coating a plurality of belt cords made of steel or an organic fiber material such as polyester, rayon, or nylon with a coating rubber and rolling the belt cords. is within a predetermined range (for example, 20° or more and 55° or less). Also, the pair of cross belts 141 and 142 have different belt angles. For this reason, the pair of cross belts 141 and 142 are configured as a so-called cross-ply structure in which the belt cords are laminated with their inclination directions intersecting each other.

The belt cover 143 is constructed by coating a belt cover cord made of steel or an organic fiber material such as polyester, rayon, or nylon with coated rubber, and the belt angle defined as the inclination angle of the belt cord with respect to the tire circumferential direction is a predetermined value. (for example, 0° or more and 10° or less). In this embodiment, the belt cover 143 is arranged to cover the entire pair of cross belts 141 and 142 . The pair of belt covers 143 is, for example, a strip material formed by coating one or more belt cover cords with a coating rubber. It is configured by winding multiple times and spirally around. Also, the belt cover 143 may have a configuration other than this. The belt cover 143, for example, may be disposed only near the tire width direction end portions of the pair of cross belts 141, 142, or the belt cover 143 covering the cross belts 141, 142 as a whole, the cross belts 141, A belt cover 143 disposed only in the vicinity of the tire width direction end of 142 may be laminated.

A carcass layer 10 containing radial ply cords is continuously provided on the inner side of the belt layer 14 in the tire radial direction and on the side of the tire equatorial plane CL of the sidewall portion 8 . Therefore, the pneumatic tire 1 according to this embodiment is configured as a so-called radial tire. The carcass layer 10 has a single layer structure consisting of one carcass ply or a multilayer structure consisting of a plurality of laminated carcass plies. It forms the frame of the tire.

Specifically, the carcass layer 10 is disposed from one bead portion 30 to the other bead portion 30 of a pair of bead portions 30 located on both sides in the tire width direction, and near both ends of the carcass layer 10 , is wound outward in the tire width direction along the bead core 31 at the bead portion 30 so as to wrap the bead core 31 . For this reason, the carcass layer 10 includes a carcass main body portion 11 that spans between the pair of bead portions 30 and an outer end of the bead core 31 in the tire radial direction that is bent and folded back along the periphery of the bead core 31 at the bead portion 30 . The turnup portion 12 extends from the position of the portion 32 toward the side wall portion 8 while being in contact with the carcass main body portion 11 . Among these, the turnup portion 12 is formed continuously from the carcass main body portion 11, and at a position where the bead core 31 is disposed in the bead portion 30, along the peripheral edge of the bead core 31, from the tire width direction inner side in the tire width direction. It is folded outwards.

In addition, the belt layer 14 is disposed outside the tire radial direction of the portion of the carcass layer 10 that spans between the pair of bead portions 30 in this way and is located in the tread portion 2 . The carcass plies of the carcass layer 10 are formed by coating a plurality of carcass cords made of steel or an organic fiber material such as aramid, nylon, polyester, or rayon with a coating rubber and rolling the cords. The carcass cords constituting the carcass ply are arranged such that the carcass angle defined as the inclination angle of the longitudinal direction of the carcass cords with respect to the tire circumferential direction is within the range of 80° or more and 90° or less, and a plurality of the carcass plies are arranged side by side. ing.

A rim cushion rubber 17 that forms a contact surface of the bead portion 30 against the rim flange is disposed on the inner side in the tire radial direction and the outer side in the tire width direction of the bead core 31 and the turnup portion 12 of the carcass layer 10 in the bead portion 30. there is

An inner liner 16 is arranged along the carcass layer 10 inside the carcass layer 10 or on the inner side of the carcass layer 10 in the pneumatic tire 1 . The inner liner 16 is an air permeation prevention layer that is disposed on the tire inner surface 18 and covers the carcass layer 10, suppresses oxidation due to exposure of the carcass layer 10, and prevents leakage of air filled in the tire. In addition, the inner liner 16 is made of a rubber composition containing butyl rubber as a main component. Examples of the rubber composition containing butyl rubber as a main component include butyl rubber (IIR) and butyl rubber. The butyl rubber is preferably halogenated butyl rubber such as chlorinated butyl rubber (Cl-IIR) and brominated butyl rubber (Br-IIR).

Furthermore, a tie rubber 40 is arranged between the carcass layer 10 and the inner liner 16 . The tie rubber 40 disposed between the carcass layer 10 and the inner liner 16 prevents the carcass cords from biting into the inner liner 16 when the unvulcanized pneumatic tire 1 is inflated during tire manufacturing. In the pneumatic tire 1 after manufacture, it contributes to air permeation prevention properties and steering stability on dry road surfaces. The tie rubber 40 is disposed at least between the carcass layer 10 located in the sidewall portion 8 and the inner liner 16 . It is disposed between the portions 8 .

Further, in the pneumatic tire 1 according to the present embodiment, the tread radius TR of the tread portion 2 in the tire meridional cross section is within the range of 600 mm or more and 1700 mm or less, and when compared with the tire outer diameter, the tread radius TR is , within the range of 100% or more and 140% or less of the tire outer diameter. That is, the tread portion 2 has a relatively flat profile that serves as a reference for the ground contact surface 3 . The tread radius TR in this case is the radius of the ground contact surface 3 of the tread portion 2 in the direction along the tire meridian section when the pneumatic tire 1 is mounted on a regular rim and filled with regular internal pressure. It is a value measured by

The regular rim referred to here is a "standard rim" defined by JATMA, a "design rim" defined by TRA, or a "measuring rim" defined by ETRTO. The normal internal pressure is the maximum air pressure specified by JATMA, the maximum value specified by TRA "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", or the "INFLATION PRESSURES" specified by ETRTO. The tread radius TR is preferably in the range of 800 mm or more and 1500 mm or less, and when compared with the tire outer diameter, it is preferably in the range of 110% or more and 130% or less of the tire outer diameter.

Further, the tread portion 2 has a contact width TW within a range of 60% or more and 90% or less of the tire maximum width SW. The ground contact width TW here is the interval in the tire width direction between the ground contact edges T of the contact patch 3 . The contact edge T is the contact point when the pneumatic tire 1 is assembled on a regular rim, filled with regular internal pressure, placed perpendicular to a flat plate in a stationary state, and a load corresponding to the regular load is applied. The two outermost ends in the tire width direction of the area in contact with the flat plate on the ground 3 are continuous in the tire circumferential direction. The normal load referred to here is the "maximum load capacity" defined by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" defined by TRA, or the "LOAD CAPACITY" defined by ETRTO.

Further, the tire maximum width SW referred to here is the sidewall portion when the pneumatic tire 1 is mounted on a regular rim, filled with regular internal pressure, and in a no-load state in which no load is applied to the pneumatic tire 1. It is the width in the tire width direction at the position where the dimension in the tire width direction excluding structures protruding from the outer surface of 8 is the maximum. Further, the contact width TW is preferably within a range of 70% or more and 80% or less of the tire maximum width SW.

In addition, in the pneumatic tire 1 according to the present embodiment, the height HW in the tire radial direction from the reference position on the tire radial direction inner side of the tire section height SH to the tire maximum width position W is greater than the tire section height SH. is within the range of 50% or more and 60% or less. The tire cross-sectional height SH referred to here is the distance in the tire radial direction between the portion of the tread portion 2 that is positioned most outward in the tire radial direction and the rim diameter reference position BL. That is, the tire cross-sectional height SH is the tire outer diameter and the rim when the pneumatic tire 1 is mounted on a regular rim, filled with regular internal pressure, and in a no-load state in which no load is applied to the pneumatic tire 1. 1/2 of the difference from the diameter. Therefore, the reference position of the tire section height SH on the inner side in the tire radial direction is the rim diameter reference position BL, and the tire from the reference position on the tire radial direction inner side of the tire section height SH to the tire maximum width position W The height HW in the radial direction is the distance from the rim diameter reference position BL to the tire maximum width position W in the tire radial direction. Further, the maximum tire width position W is the position in the tire radial direction of the maximum tire width SW.

The height HW in the tire radial direction from the rim diameter reference position BL to the tire maximum width position W is preferably in the range of 52% or more and 56% or less of the tire section height SH.

Further, the tread rubber 4 of the tread portion 2 has a thickness Gc at the center position and a thickness Gs at the shoulder position satisfying the relationship of Gc≧Gs. The thickness Gc at the center position and the thickness Gs at the shoulder position referred to herein are the sum of the thicknesses of the laminated cap rubber 4a and base rubber 4b.

Among these thicknesses of the tread rubber 4, the thickness Gc at the center position is the thickness of the tread rubber 4 measured in the direction normal to the ground contact surface 3 on the tire equatorial plane CL. That is, in this embodiment, the thickness Gc of the tread rubber 4 at the center position is the thickness of the belt cover 143 on the side of the ground contact surface 3 in the normal direction of the ground contact surface 3 passing through the intersection of the contact surface 3 and the tire equatorial plane CL. It is the distance between the plane and the ground plane 3. Further, the thickness Gs at the shoulder position is the thickness of the tread rubber 4 measured in the normal direction of the contact surface 3 passing through the intersection of the contact surface 3 and the contact edge T. That is, in the present embodiment, the thickness GS of the tread rubber 4 at the shoulder position is the surface of the belt cover 143 on the side of the contact surface 3 in the normal direction of the contact surface 3 passing through the intersection of the contact surface 3 and the contact edge T. and the distance from the ground plane 3.

Note that when the circumferential groove 25 is arranged on the tire equatorial plane CL, the thickness Gc of the tread rubber 4 at the center position is equal to the thickness of the tread rubber 4 at the position closest to the tire equatorial plane CL on the tread 3. It is the thickness of the tread rubber 4 measured in the linear direction.

Moreover, the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are each in the range of 2% or more and 10% or less of the tire cross-sectional height SH. Moreover, the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are each in the range of 3 mm or more and 13 mm or less. The thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are preferably in the range of 3% or more and 7% or less of the tire cross-sectional height SH, respectively, and are each in the range of 5 mm or more and 10 mm or less. preferably within the range.

FIG. 2 is a detailed view of the sidewall portion 8 and bead portion 30 shown in FIG. In the sidewall portion 8, the thickness of the side rubber 9 is relatively thin. Specifically, the thickness Gw of the side rubber 9 positioned outside the carcass layer 10 in the tire width direction at the maximum tire width position W is 1 mm. It is within the range of 4 mm or less. The thickness Gw of the side rubber 9 at the tire maximum width position W is preferably within the range of 2 mm or more and 3 mm or less.

In addition, the turnup portion 12 of the carcass layer 10 has a height TUH in the tire radial direction from the rim diameter reference position BL to the turnup edge portion 12a, which is the outer end portion of the turnup portion 12 in the tire radial direction. It is within the range of 10% or more and 40% or less of the cross-sectional height SH. That is, in the turnup portion 12, the turnup edge portion 12a is located inside the tire maximum width position W in the tire radial direction. The height TUH of the turnup portion 12 from the rim diameter reference position BL to the turnup edge portion 12a in the tire radial direction is preferably in the range of 20% or more and 30% or less.

FIG. 3 is a detailed view of the bead portion 30 shown in FIG. In the tie rubber 40 disposed between the carcass layer 10 and the inner liner 16, the position in the tire radial direction of the tie rubber terminal portion 41, which is the inner end portion in the tire radial direction, is the turnup edge portion 12a of the turnup portion 12. and the outer end 32 of the bead core 31 in the tire radial direction. In other words, the tie rubber terminal portion 41 is located radially inward of the turnup edge portion 12 a of the turnup portion 12 and outward of the outer end portion 32 of the bead core 31 in the tire radial direction. Therefore, the tie rubber 40 is arranged so as to overlap the turnup portion 12 in the tire radial direction.

Specifically, the overlap amount H1 of the tie rubber 40 with respect to the turnup portion 12 is within a range of 20% or more and 60% or less of the turnup width Ht, which is the interval between the outer end portion 32 of the bead core 31 and the turnup edge portion 12a. It has become. Among these, the turnup width Ht is defined by using the normal line of the carcass layer 10 passing through the outer end portion 32 of the bead core 31 as the turnup portion inner reference line Lui, and passing through the turnup edge portion 12a parallel to the turnup portion inner reference line Lui. is the distance between the turnup portion inner reference line Lui and the turnup portion outer reference line Luo. Specifically, the turnup inner reference line Lui is the normal line of the carcass main body 11 passing through the outer end 32 of the bead core 31 . In addition, the overlap amount H1 is determined by the tie rubber terminal reference line Lt and the turnup outer reference line Lt when a line passing through the tie rubber terminal 41 and parallel to the turnup inner reference line Lui is set to the tie rubber terminal reference line Lt. It is at a distance from Luo.

Note that the overlap amount H1 with respect to the turnup width Ht is preferably in the range of 30% or more and 50% or less.

In addition, the tie rubber 40 and the inner liner 16 are such that the thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 and the thickness Gi of the inner liner 16 at the position adjacent to the tie rubber terminal portion 41 satisfy Gt≦Gi. have a relationship. The thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 is the thickness of the tie rubber 40 on the normal line Lc of the carcass layer 10 passing through the tie rubber terminal portion 41, and the thickness Gi of the inner liner 16 is , the thickness of the inner liner 16 on the normal line Lc of the carcass layer 10 passing through the tie rubber end portion 41 . That is, the tie rubber 40 has a thickness Gt at the position of the tie rubber terminal portion 41 on the normal line Lc of the carcass layer 10 passing through the tie rubber terminal portion 41, which is equal to or less than the thickness Gi of the inner liner 16. there is The normal line Lc of the carcass layer 10 passing through the tie rubber terminal portion 41 is specifically the normal line of the carcass main body portion 11 passing through the tie rubber terminal portion 41 . The thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 is in the range of 50% to 90% of the thickness Gi of the inner liner 16 on the normal line Lc of the carcass layer 10 passing through the tie rubber terminal portion 41. preferably within.

In this embodiment, the inclination angle of the carcass main body 11 with respect to the tire radial direction at the position adjacent to the tie rubber terminal portion 41 and the tire diameter of the carcass main body 11 at the position adjacent to the outer end 32 of the bead core 31 Since the inclination angle with respect to the direction is approximately the same angle, the normal line Lc of the carcass layer 10 passing through the tie rubber terminal portion 41 and the tie rubber terminal portion reference line Lt parallel to the turnup portion inner reference line Lui are Almost match.

The bead core 31 disposed in the bead portion 30 is composed of at least one bead wire 33 wound in the tire circumferential direction, and in the tire meridional section, a plurality of winding portions of the bead wire 33 are arranged in at least one row in the tire width direction. and a plurality of layers overlapping in the tire radial direction. Note that the bead core 31 may have a so-called single-wound structure in which a single bead wire 33 is continuously wound as long as a plurality of winding portions of the bead wire 33 form rows and layers in the meridional cross section of the tire. It may be a so-called layer winding structure in which a plurality of bead wires 33 are wound in an aligned state. In this embodiment, a layer including 3 rows of surrounding portions, a layer including 4 rows of surrounding portions, a layer including 3 rows of surrounding portions, a layer including 2 rows of surrounding portions, and 1 row, in order from the innermost in the tire radial direction. It has a structure in which a total of five layers including a winding portion of are laminated. In the following description, such a lamination structure of bead wires 33 is referred to as "3+4+3+2+1 structure". Similarly, in the following description, the laminated structure of the bead wire 33 will be expressed in a similar format in which the number of rows included in each layer is connected with "+" in order from the innermost layer in the tire radial direction. Furthermore, in the present embodiment, the bead wires 33 are stacked in the shape of bales in the bead core 31 . In this case, "bale stacking" is a stacking method in which the centers of the three winding parts that are in contact with each other form a substantially equilateral triangle, and a stacked structure with a high filling rate, sometimes called a hexagonal packing arrangement. is.

FIG. 4 is a detailed view of the bead core 31 shown in FIG. Assuming that a polygon formed by common tangents of a plurality of winding portions of the bead wire 33 in the meridional cross section of the tire is a contour shape 34 of the bead core 31, the contour shape 34 of the bead core 31 has a single vertex 35 radially outward of the tire. and a base 36 facing the vertex 35 on the inner side in the tire radial direction. That is, in this embodiment, the bead core 31 has a pentagonal outer shell shape 34 because the bead wire 33 has a 3+4+3+2+1 structure. In addition, the bead core 31 has an acute internal angle θ1 formed by two sides sandwiching the vertex 35 of the outer shell shape 34, and the bead core 31 as a whole is tapered such that the width gradually narrows outward in the tire radial direction from the maximum width portion. It is shaped and formed. In the following description, such a shape of the bead core 31 is referred to as an "outer diameter side wedge shape". Since the apex 35 of the outer shape 34 is located on the outermost side of the bead core 31 in the tire radial direction, the apex 35 of the outer shape 34 is the outer end portion 32 of the bead core 31 in the tire radial direction.

Since the bead core 31 is formed in a wedge shape on the outer diameter side, the carcass layer 10 folded around the bead core 31 is bent along the periphery of the bead core 31 . That is, since the bead core 31 has a substantially pentagonal shape in the tire meridional cross section, the carcass layer 10 extending along the periphery of the bead core 31 is also bent in a substantially pentagonal shape. Furthermore, the portion of the turnup portion 12 of the carcass layer 10 that is outside the tire radial direction outer end of the bead core 31 in the tire radial direction is in contact with the carcass body portion 11 of the carcass layer 10, and the carcass body portion of the carcass layer 10. 11 toward the sidewall portion 8 side. Therefore, in the bead portion 30 , a closed region surrounding the bead core 31 is formed by the carcass body portion 11 and the turnup portion 12 of the carcass layer 10 .

In the closed area formed by the carcass body portion 11 and the turnup portion 12 of the carcass layer 10, substantially only the bead core 31 is present. For this reason, the pneumatic tire 1 according to the present embodiment includes a bead filler used in a conventional pneumatic tire or a similar tire constituent member (the carcass of the carcass layer 10 arranged outside the bead core 31 in the tire radial direction). A member that is wrapped by the main body portion 11 and the turnup portion 12 and increases the rigidity from the bead portion 30 to the sidewall portion 8) is not arranged. That is, in the pneumatic tire 1, the closed region includes the insulation rubber covering the bead wire 33 and the rubber filling the slight gap formed between the bead core 31 and the carcass layer 10. A bead filler having a large volume such as that of a pneumatic tire is not used. In the pneumatic tire 1 according to this embodiment, the ratio of the total area a of the rubber existing in the closed region to the area A of the closed region in the tire meridional cross section (a/A × 100%) is defined as the rubber occupation ratio of the closed region. Then, the rubber occupancy is in the range of 0.1% or more and 15% or less.

When the pneumatic tire 1 according to the present embodiment is mounted on a vehicle, the pneumatic tire 1 is fitted to the rim wheel by fitting the rim wheel to the bead portion 30, and the inside is filled with air. Attached to the vehicle in a flattened state. When a vehicle equipped with the pneumatic tire 1 runs, the pneumatic tire 1 rotates while the ground contact surface 3 of the lower portion of the ground contact surface 3 is in contact with the road surface. The vehicle runs by transmitting driving force and braking force to the road surface and generating turning force by the frictional force between the ground contact surface 3 and the road surface.

For example, when a vehicle equipped with the pneumatic tire 1 runs on a dry road surface, the frictional force between the ground contact surface 3 and the road surface mainly causes driving force and braking force to be transmitted to the road surface and turning force. It runs by generating Also, when traveling on a wet road surface, water between the ground contact surface 3 and the road surface enters grooves such as the circumferential grooves 25, and these grooves drain the water between the ground contact surface 3 and the road surface. run while As a result, the ground contact surface 3 can easily contact the road surface, and the frictional force between the contact surface 3 and the road surface enables the vehicle to run as desired.

Further, in the pneumatic tire 1 according to the present embodiment, the tan δ at 60° C. of the cap rubber 4a forming the ground-contacting surface 3 of the tread portion 2 is 0.3 or less. Heat generation can be suppressed, and rolling resistance can be reduced.

In addition, since the profile of the tread portion 2 is relatively flat, the ground contact area of the ground contact surface 3 can be increased. Moreover, since the thickness of the side rubber 9 of the sidewall portion 8 is reduced, the spring constant of the pneumatic tire 1 in the tire radial direction can be reduced. As a result, the sidewall portion 8 can be easily bent when a load is applied, and this can also increase the contact area. Since the pneumatic tire 1 according to the present embodiment can increase the contact area as described above, it is possible to ensure braking performance during braking of the vehicle. Further, by making the sidewall portion 8 easily bendable when a load is applied, the contribution rate of the sidewall portion 8 to the deformation of the pneumatic tire 1 can be increased by making the sidewall portion 8 easy to bend. Since the energy loss at 2 can be relatively reduced, rolling resistance can be reduced.

In addition, since the tie rubber 40 disposed between the carcass layer 10 and the inner liner 16 is disposed so as to overlap the turnup portion 12 of the carcass layer 10, the sidewall portion 8 may be deformed by the load. When the bead portion 30 is bent, it is possible to suppress a large change in bending between the position where the turnup portion 12 is arranged and the position where the turnup portion 12 is not arranged. In other words, the side wall portion 8 has a low rigidity due to the thin side rubber 9, and thus the side wall portion 8 is flexed largely with respect to the load. Therefore, when the sidewall portion 8 and the bead portion 30 are bent due to the load, the turnup portion 12 is provided and the carcass body is bent after the portion with low rigidity is bent without the turnup portion 12 being provided. The portion with high rigidity bends due to the overlapping of the portion 11 and the turnup portion 12, but since the rigidity of the two portions is largely different, the bending with respect to the load tends to change greatly.

The tie rubber 40 is disposed between the sidewall portion 8 and the bead portion 30, where the bending of the tie rubber 40 with respect to the load tends to change significantly, and the bead core where the turnup portion 12 and the carcass body portion 11 are in contact with each other. It overlaps the turnup portion 12 without being disposed up to the position of the outer end portion 32 of 31 . For this reason, a portion where the turnup portion 12 is provided and the turnup portion 12 and the carcass body portion 11 are overlapped, and only one carcass body portion 11 without the turnup portion 12 is provided. It is possible to suppress a sudden change in stiffness at the boundary with the portion where the is arranged, and to suppress an excessive difference in stiffness between the two portions. As a result, it is possible to suppress the deterioration of the steering stability performance due to the sudden change in the bending when a load is applied.

In addition, the tie rubber 40 disposed between the carcass layer 10 and the inner liner 16 has an overlap amount H1 with respect to the turnup portion 12 within a range of 20% or more and 60% or less of the turnup width Ht. It is possible to more reliably suppress sudden changes in the bending of the sidewall portion 8 and the bead portion 30 when a load is applied. That is, when the overlap amount H1 of the tie rubber 40 with respect to the turnup portion 12 is less than 20% of the turnup width Ht, the overlap amount H1 is too small. It becomes difficult for the tie rubber 40 to suppress a sudden change in rigidity at the boundary with the position where the turnup portion 12 is not arranged. In this case, it becomes difficult to prevent the sidewall portion 8 and the bead portion 30 from abruptly changing in the manner of bending when a load is applied. Further, when the overlap amount H1 of the tie rubber 40 with respect to the turnup portion 12 is larger than 60% of the turnup width Ht, the overlap amount H1 is too large. It becomes difficult to suppress an excessively large difference in rigidity from the position where the turnup portion 12 is not arranged. In this case, since the difference in rigidity is too large, it becomes difficult to suppress a sudden change in the bending of the sidewall portion 8 and the bead portion 30 when a load is applied. Further, when the overlap amount H1 of the tie rubber 40 with respect to the turnup portion 12 is larger than 60% of the turnup width Ht, the range in which the tie rubber 40 is disposed becomes large. There is a risk that it will be difficult to improve

On the other hand, when the overlap amount H1 of the tie rubber 40 with respect to the turnup portion 12 is within the range of 20% or more and 60% or less of the turnup width Ht, the rigidity change from the sidewall portion 8 to the bead portion 30 is can be relaxed. That is, it is possible to moderate the change in rigidity from the radially outer position of the turnup portion 12 to the position where the turnup portion 12 is disposed. As a result, it is possible to more reliably suppress the sudden change in the bending of the sidewall portion 8 and the bead portion 30 when a load is applied, and improve the riding comfort caused by the sudden change in the bending. It is possible to more reliably suppress the deterioration of the steering stability performance. As a result, it is possible to improve steering stability performance while suppressing deterioration of braking performance and deterioration of rolling resistance.

Further, since the thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 and the thickness Gi of the inner liner 16 at the position adjacent to the tie rubber terminal portion 41 have a relationship of Gt≦Gi, the tie rubber 40 is It is possible to more reliably suppress an excessive difference in rigidity between the position where the tie rubber 40 is arranged and the position radially inside the tire where the tie rubber 40 is arranged. As a result, it is possible to more reliably improve the steering stability performance.

Further, by making the thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 thinner than the thickness Gi of the inner liner 16 at the position adjacent to the tie rubber terminal portion 41, the pneumatic tire 1 Intrusion of air during manufacturing can be suppressed. That is, if the thickness Gt of the tie rubber 40 is too thick, there is a risk that the gap between the inner liner 16 and the carcass layer 10 will become too large on the tire radial inner side of the position where the tie rubber 40 is arranged. In this case, when the inner liner 16, the tie rubber 40, and the carcass layer 10 are laminated together during the manufacture of the pneumatic tire 1, air may enter the positions where the tie rubber 40 is not provided, and the adhesion between the members may deteriorate. . On the other hand, by setting the thickness Gt of the tie rubber 40 to be thinner than the thickness Gi of the inner liner 16, it is possible to prevent air from entering during manufacturing due to the thickness Gt of the tie rubber 40 becoming too thick. can be suppressed. As a result, the adhesion between members can be improved.

Moreover, since the tread radius TR of the tread portion 2 in the tire meridional cross section is within the range of 600 mm or more and 1700 mm or less, the ground contact area can be secured more reliably. That is, if the tread radius TR of the tread portion 2 is less than 600 mm, it may be difficult to secure a contact area when the ground contact surface 3 contacts the ground, and it may be difficult to secure braking performance. Further, if the tread radius TR of the tread portion 2 is larger than 1700 mm, when the ground contact surface 3 touches the ground, there is a risk that the ground contact in the vicinity of the tire equatorial plane CL will be reduced, making it difficult to ensure braking performance. be.

On the other hand, when the tread radius TR of the tread portion 2 is within the range of 600 mm or more and 1700 mm or less, it is possible to more reliably secure the contact area when the contact surface 3 contacts the ground. As a result, braking performance can be ensured more reliably.

Moreover, since the contact width TW of the tread portion 2 is within the range of 60% or more and 90% or less of the tire maximum width SW, the contact area can be secured more reliably. That is, if the ground contact width TW of the tread portion 2 is less than 60% of the tire maximum width SW, it may be difficult to secure the ground contact area when the ground contact surface 3 contacts the ground, making it difficult to secure braking performance. There is fear. Further, when the ground contact width TW of the tread portion 2 is larger than 90% of the tire maximum width SW, while the ground contact performance near the shoulder portion 5 is increased, there is a possibility that the ground contact performance near the tire equatorial plane CL is reduced. There is a possibility that it may become difficult to secure the braking performance.

On the other hand, when the contact width TW of the tread portion 2 is within the range of 60% or more and 90% or less of the tire maximum width SW, it is possible to more reliably secure the contact area when the contact surface 3 contacts the ground. can. As a result, braking performance can be ensured more reliably.

In addition, since the height HW in the tire radial direction from the rim diameter reference position BL to the tire maximum width position W is within the range of 50% or more and 60% or less of the tire section height SH, deterioration of durability is prevented. Braking performance and low rolling resistance can be ensured more reliably while suppressing. That is, the maximum tire width position W is the most flexible portion of the sidewall portion 8, and the height HW in the tire radial direction from the rim diameter reference position BL to the maximum tire width position W is greater than the tire section height SH. If it is less than 50%, the tire maximum width position W may be too close to the bead portion 30 . The carcass main body 11 and the turnup portion 12 are superimposed on each other in the vicinity of the bead portion 30 , so that the rigidity of the portion is increased and the tire is hard to bend. It may become difficult to effectively reduce the spring constant in the radial direction. In this case, it becomes difficult to easily bend the sidewall portion 8 when a load is applied to increase the contact area, or to increase the contribution rate of the sidewall portion 8 when the pneumatic tire 1 is deformed by the load. There is fear. Further, when the height HW in the tire radial direction from the rim diameter reference position BL to the tire maximum width position W exceeds 60% of the tire section height SH, the tire maximum width position W may be too close to the tread portion 2. There is In this case, there is a risk that the tire structure will be strained and the durability will be reduced.

On the other hand, when the height HW in the tire radial direction from the rim diameter reference position BL to the tire maximum width position W is within a range of 50% or more and 60% or less of the tire section height SH, the tire maximum It is possible to prevent the large position W from being too close to the bead portion 30 and the tread portion 2 . As a result, the spring constant in the tire radial direction of the pneumatic tire 1 can be more reliably reduced while suppressing deterioration in durability. As a result, it is possible to more reliably suppress deterioration of braking performance and deterioration of rolling resistance while suppressing deterioration of durability.

In addition, in the sidewall portion 8, the thickness Gw of the side rubber 9 at the maximum tire width position W is within the range of 1 mm or more and 4 mm or less, so that a decrease in cut resistance is suppressed, and braking performance and low rolling are more reliably achieved. resistance can be ensured. In other words, when the thickness Gw of the side rubber 9 at the maximum tire width position W is less than 1 mm, the thickness Gw of the side rubber 9 is too thin, so that the sidewall portion 8 is not damaged when an obstacle such as a stone comes into contact with it. There is a possibility that the cut resistance, which is difficult, may deteriorate. In addition, if the thickness Gw of the side rubber 9 at the maximum tire width position W exceeds 4 mm, the thickness Gw of the side rubber 9 is too thick, which may make it difficult to effectively reduce the spring constant in the tire radial direction. be. In this case, it becomes difficult to easily bend the sidewall portion 8 when a load is applied to increase the contact area, or to increase the contribution rate of the sidewall portion 8 when the pneumatic tire 1 is deformed by the load. There is fear.

On the other hand, when the thickness Gw of the side rubber 9 at the maximum tire width position W is within the range of 1 mm or more and 4 mm or less, the spring constant in the tire radial direction of the pneumatic tire 1 can be increased while ensuring cut resistance. , can be reduced more reliably. As a result, it is possible to more reliably suppress deterioration of braking performance and deterioration of rolling resistance while suppressing deterioration of cut resistance.

In addition, since the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are within the range of 2% or more and 10% or less of the tire section height SH, the wear life of the tread portion 2 is extended. It is possible to more reliably secure the ground contact area of the ground plane 3 at the time of ground contact while securing the ground contact area. That is, if the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are less than 2% of the tire cross-sectional height SH, the tread rubber 4 is too thin and the wear life is insufficient. There is a possibility that it will become insufficient and it will become difficult to ensure durability. If the thickness Gc of the tread rubber 4 at the center position or the thickness Gs at the shoulder position exceeds 10% of the tire section height SH, the thickness of the tread rubber 4 is too thick. There is a possibility that the bending stiffness becomes high, and it becomes difficult to effectively increase the ground contact area of the ground contact surface 3 at the time of ground contact. In this case, it may become difficult to ensure braking performance during braking of the vehicle.

On the other hand, when the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 are within the range of 2% or more and 10% or less of the tire section height SH, the wear life of the tread portion 2 is shortened. By suppressing an increase in the out-of-plane bending rigidity of the tread portion 2 while ensuring the ground contact area, the ground contact area of the ground contact surface 3 can be secured more reliably. As a result, it is possible to more reliably suppress deterioration in braking performance while suppressing deterioration in durability.

Furthermore, since the thickness Gc at the center position and the thickness Gs at the shoulder position of the tread rubber 4 satisfy the relationship of Gc≧Gs, the tread portion 2 near the ground contact edge T can be easily bent. It is possible to make the portion of the ground contact surface 3 closer to the shoulder portion 5 easier to ground. As a result, the ground contact area can be increased more reliably, and a decrease in braking performance can be suppressed.

Also, by configuring the thickness of the tread rubber 4 as described above, the braking performance can be ensured, so that the cap rubber 4a with low tan δ can be used. As a result, hysteresis loss can be reduced, and rolling resistance can be reduced more reliably.

In addition, the turnup portion 12 of the carcass layer 10 has a height TUH in the tire radial direction from the rim diameter reference position BL to the turnup edge portion 12a within a range of 10% or more and 40% or less of the tire section height SH. Therefore, it is possible to more reliably ensure braking performance and low rolling resistance while ensuring the rigidity of the bead portion 30 . In other words, if the height TUH from the rim diameter reference position BL to the turnup edge portion 12a is less than 10% of the tire cross-sectional height SH, the rigidity of the bead portion 30 is insufficient, and the sidewall is deformed when a load is applied. There is a risk that the range from the portion 8 to the bead portion 30 will bend excessively. In this case, since the bending is too large, it may become difficult to ensure stable driving performance. Further, when the height TUH from the rim diameter reference position BL to the turnup edge portion 12a exceeds 40% of the tire section height SH, the height TUH from the rim diameter reference position BL to the turnup edge portion 12a is Since it is too high, it may become difficult to effectively reduce the spring constant in the tire radial direction. In this case, it becomes difficult to easily bend the sidewall portion 8 when a load is applied to increase the contact area, or to increase the contribution rate of the sidewall portion 8 when the pneumatic tire 1 is deformed by the load. There is fear.

On the other hand, when the height TUH from the rim diameter reference position BL to the turnup edge portion 12a is within the range of 10% or more and 40% or less of the tire section height SH, the rigidity of the bead portion 30 is ensured. At the same time, the spring constant in the tire radial direction of the pneumatic tire 1 can be more reliably reduced. As a result, it is possible to improve steering stability performance while suppressing deterioration of braking performance and deterioration of rolling resistance more reliably.

[Modification]
In the pneumatic tire 1 according to the above-described embodiment, the bead wires 33 of the bead core 31 have a laminated structure of 3+4+3+2+1, but the bead wires 33 may be laminated with a structure other than this. FIG. 5 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a case where the bead wires 33 are laminated in six layers. The bead wires 33 of the bead core 31 are, for example, as shown in FIG. A layer including a portion, a layer including three rows of winding portions, a layer including two rows of winding portions, and a layer including one row of winding portions may be laminated. That is, the laminated structure of the bead wire 33 may be a 4+5+4+3+2+1 structure. Thus, even when the bead wires 33 are laminated in six layers, the outer shape 34 of the bead core 31 in the tire meridional cross section is a pentagon in which the apex 35 is positioned on the tire radial direction outer side and the base 36 is positioned on the tire radial direction inner side. It is preferably formed in a wedge shape on the outer diameter side.

FIG. 6 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a modified example in which the bead wires 33 are laminated in five layers. Further, even when the bead wires 33 of the bead core 31 are laminated in five layers, they may be stacked in 5+4+3+2+1 structure as shown in FIG. A stacked 4+4+3+2+1 structure may also be used, and as shown in FIG. It may be a 4+4+3+2+1 structure in series stacking instead of bale stacking. That is, in the laminated structure shown in FIG. 6C, the innermost layer in the tire radial direction and the layer adjacent to the innermost layer in the tire radial direction on the outer side in the tire radial direction are perpendicular to the tire width direction. Laminated.

In any structure shown in FIG. 6, since at least a part of the structure is laminated in a bale shape, the bead wires 33 are arranged more densely than the bead wires 33 in which the entire structure is laminated in series. The filling rate can be increased. As a result, the mass of the pneumatic tire 1 can be reduced and these performances can be exhibited in a well-balanced manner while maintaining the running performance by securing the rigidity and pressure resistance performance of the bead portion 30 satisfactorily.

Focusing on the filling rate of the bead wires 33, it is preferable that all the bead wires 33 are stacked in a bale shape as shown in FIGS. 6(a) and 6(b). Regarding the shape of the bead core 31, in order to increase the stability of the shape of the entire bead core 31, it is preferable to make the shape of the entire bead core 31 line-symmetrical with respect to the center of the bead core 31 in the tire width direction. From this point of view, the shapes shown in FIGS. 6(a) and 6(c) are preferable.

FIG. 7 is a modified example of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram of a modified example in which the bead wires 33 are laminated in six layers. When the bead wires 33 of the bead core 31 are laminated in 6 layers, as shown in FIG. It may be a structure in which it is shifted in the tire width direction when it is stacked, and as shown in FIG. Instead, it may be a 3+4+4+3+2+1 structure stacked in series. Since the bead wires 33 of the bead core 31 can be laminated in various structures as described above, the laminated structure can be appropriately selected in consideration of the structure of the entire pneumatic tire 1 and the characteristics to be emphasized. preferably.

Further, in the above-described embodiment, the direction of the thickness Gt of the tie rubber 40 and the direction of the thickness Gi of the inner liner 16 at the position adjacent to the tie rubber terminal 41 are defined by the thickness of the carcass layer 10 passing through the tie rubber terminal 41. The line Lc substantially coincides with the tie rubber terminal reference line Lt. may have different angles. That is, the tie rubber terminal reference line Lt is an imaginary line parallel to the turnup inner reference line Lui, which is the normal line of the carcass main body 11 passing through the outer end 32 of the bead core 31 . When the inclination angle of the carcass main body 11 with respect to the tire radial direction at the position adjacent to the end portion 32 is different from the inclination angle of the carcass main body 11 with respect to the tire radial direction at the position adjacent to the tie rubber end portion 41, the tie rubber The angle between the normal line Lc of the carcass layer 10 that defines the direction of the thickness Gt of the inner liner 16 and the thickness Gi of the inner liner 16 and the tie rubber end reference line Lt may be different.

Further, in the above-described embodiment, the inner liner 16 is composed of a rubber composition containing butyl rubber as a main component, but the inner liner 16 may be composed of other materials. The inner liner 16 may be made of, for example, a thermoplastic resin or a thermoplastic elastomer composition obtained by blending an elastomer component into a thermoplastic resin.

Examples of thermoplastic resins include polyamide resins [e.g., nylon 6 (N6), nylon 66 (N66), nylon 46 (N46), nylon 11 (N11), nylon 12 (N12), nylon 610 (N610), nylon 612 (N612), Nylon 6/66 copolymer (N6/66), Nylon 6/66/610 copolymer (N6/66/610), Nylon MXD6, Nylon 6T, Nylon 9T, Nylon 6/6T copolymer coalescence, nylon 66/PP copolymer, nylon 66/PPS copolymer], polyester resin [e.g., polybutylene terephthalate (PBT), polyethylene terephthalate (PET), polyethylene isophthalate (PEI), polybutylene terephthalate/tetramethylene glycol copolymer, PET/PEI copolymer, polyarylate (PAR), polybutylene naphthalate (PBN), liquid crystal polyester, aromatic polyester such as polyoxyalkylene diimide diacid/polybutylene terephthalate copolymer], polynitrile system resin [e.g., polyacrylonitrile (PAN), polymethacrylonitrile, acrylonitrile/styrene copolymer (AS), methacrylonitrile/styrene copolymer, methacrylonitrile/styrene/butadiene copolymer], poly(meth) Acrylate resin [e.g., polymethyl methacrylate (PMMA), polyethyl methacrylate, ethylene ethyl acrylate copolymer (EEA), ethylene acrylic acid copolymer (EAA), ethylene methyl acrylate resin (EMA)], polyvinyl resin [For example, vinyl acetate (EVA), polyvinyl alcohol (PVA), vinyl alcohol/ethylene copolymer (EVOH), polyvinylidene chloride (PVDC), polyvinyl chloride (PVC), vinyl chloride/vinylidene chloride copolymer, vinylidene chloride / methyl acrylate copolymer], cellulose resin [e.g. cellulose acetate, cellulose acetate butyrate], fluorine resin [e.g. polyvinylidene fluoride (PVDF), polyvinyl fluoride (PVF), polychlorofluoroethylene (PCTFE), tetrafluoroethylene ethylene/ethylene copolymer (ETFE)], imide-based resins [eg, aromatic polyimide (PI)], and the like may be employed.

Elastomers include, for example, diene rubbers and hydrogenated products thereof [e.g., NR, IR, epoxidized natural rubber, SBR, BR (high-cis BR and low-cis BR), NBR, hydrogenated NBR, hydrogenated SBR], olefins -based rubber [for example, ethylene propylene rubber (EPDM, EPM), maleic acid-modified ethylene propylene rubber (M-EPM)], butyl rubber (IIR), isobutylene and aromatic vinyl or diene monomer copolymer, acrylic rubber (ACM), Ionomers, halogen-containing rubbers [for example, Br-IIR, Cl-IIR, brominated isobutylene paramethylstyrene copolymer (Br-IPMS), chloroprene rubber (CR), hydrin rubber (CHC, CHR), chlorosulfonated polyethylene (CSM) ), chlorinated polyethylene (CM), maleic acid-modified chlorinated polyethylene (M-CM)], silicone rubber [e.g. methyl vinyl silicone rubber, dimethyl silicone rubber, methylphenyl vinyl silicone rubber], sulfur-containing rubber [e.g. polysulfide rubber], Fluororubber [e.g. vinylidene fluoride rubber, fluorine-containing vinyl ether rubber, tetrafluoroethylene-propylene rubber, fluorine-containing silicone rubber, fluorine-containing phosphazene-based rubber], thermoplastic elastomer [e.g. styrene elastomer, olefin elastomer, polyester-based elastomer, urethane-based elastomer, polyamide-based elastomer] and the like may be employed.

When the inner liner 16 is composed of a thermoplastic resin or a thermoplastic elastomer composition, the inner liner 16 is thinner than when the inner liner 16 is composed of a rubber composition containing butyl rubber as a main component. can be As a result, tire weight can be significantly reduced.

In the above-described embodiment, the tie rubber 40 is disposed between the sidewall portions 8 on both sides in the tire width direction via the tread portion 2. It does not have to be arranged continuously across the portions 8 . The tie rubber 40 may be divided into the tie rubber 40 arranged on one sidewall portion 8 side in the tire width direction and the tie rubber 40 arranged on the other sidewall portion 8 side. The tie rubber 40 may be split at a position on the inner side of the layer 14 in the tire radial direction. The tie rubber 40 may be disposed at least between the carcass layer 10 located in the sidewall portion 8 and the inner liner 16, regardless of whether it is continuous or divided between the sidewall portions 8. First, the position of the tie rubber terminal portion 41 in the tire radial direction is positioned between the turnup edge portion 12 a of the turnup portion 12 and the outer end portion 32 of the bead core 31 , and the tie rubber 40 is located with respect to the turnup portion 12 in the tire. It suffices if they are arranged so as to overlap in the radial direction.

[Example]
8A to 8C are charts showing the results of performance evaluation tests of pneumatic tires. Below, the performance of the pneumatic tire 1 of the conventional example, the pneumatic tire 1 according to the present invention, and the pneumatic tire of the comparative example for comparison with the pneumatic tire 1 according to the present invention. The evaluation test will be explained. Performance evaluation tests were conducted on braking performance, rolling resistance, and steering stability.

In the performance evaluation test, a pneumatic tire 1 with a tire nominal of 205/60R16 92V size specified by JATMA was mounted on a JATMA standard rim wheel with a rim size of 16 x 6.0J, and the air pressure was adjusted to 180 kPa. gone.

For the evaluation method of each test item, the braking performance was evaluated by attaching test tires to a front-wheel-drive test vehicle with an engine displacement of 1500 cc, applying a load equivalent to that of two passengers, and driving at 100 km/h on a dry road test course. The braking distance was measured from the start of braking at speed to a complete stop. The braking performance was expressed as an index of the reciprocal of the measured braking distance with 100 for Conventional Example 1, which will be described later. A larger value indicates a shorter braking distance and better braking performance.

As for the rolling resistance, an indoor drum tester (drum diameter: 1707 mm) was used to calculate the rolling resistance coefficient under conditions of a load of 4.8 kN and a speed of 80 km/h in accordance with ISO28580. The results are shown as indices with 100 being the reciprocal of the rolling resistance coefficient of the conventional example described later. A larger index indicates a lower rolling resistance.

In addition, the steering stability was evaluated by performing a feeling evaluation by a test driver when the test vehicle equipped with the test tire was driven on a test course, and expressed as an index with the conventional example described later as 100. A larger value indicates better steering stability including ride comfort.

In the performance evaluation test, a conventional pneumatic tire, which is an example of a conventional pneumatic tire, Examples 1 to 13, which is a pneumatic tire 1 according to the present invention, and the pneumatic tire 1 according to the present invention are compared. 15 types of pneumatic tires including Comparative Example 1, which is a pneumatic tire, were tested. Of these, in the pneumatic tire of the conventional example, the tie rubber end portion 41 is positioned radially inward of the outer end portion 32 of the bead core 31, and the overlap amount H1 with respect to the turnup width Ht is greater than 60%. It's becoming Further, in the comparative example, although the tie rubber terminal portion 41 is positioned radially outward of the outer end portion 32 of the bead core 31, the overlap amount H1 with respect to the turnup width Ht is less than 20%.

On the other hand, in Examples 1 to 13, which are examples of the pneumatic tire 1 according to the present invention, the position of the tie rubber end portion 41 in the tire radial direction is the turnup edge portion 12a and the outer end portion 32 of the bead core 31. The overlap amount H1 with respect to the turnup width Ht is in the range of 20% or more and 60% or less. Further, in the pneumatic tires 1 according to Examples 1 to 13, the relationship between the thickness Gt of the tie rubber 40 at the position of the tie rubber terminal portion 41 and the thickness Gi of the inner liner 16, the size of the tread radius TR, and the contact width TW/maximum tire width SW, height of maximum tire width position W HW/tire section height SH, thickness Gw of side rubber 9 at maximum tire width position W, thickness Gc of tread rubber 4 at center position Gc/tire Section height SH, thickness Gs of tread rubber 4 at shoulder position/tire section height SH, relationship between thickness Gc of tread rubber 4 at center position and thickness Gs at shoulder position, turnup portion 12 The height TUH/the tire section height SH are different from each other.

As a result of performance evaluation tests using these pneumatic tires 1, as shown in FIGS. 8A to 8C, the pneumatic tires 1 according to Examples 1 to 13 have lower braking performance than the conventional example. It is possible to improve steering stability while suppressing deterioration of rolling resistance. That is, the pneumatic tires 1 according to Examples 1 to 13 can improve steering stability performance while suppressing deterioration of braking performance and deterioration of rolling resistance.

1 pneumatic tire 2 tread portion 3 ground contact surface 4 tread rubber 4a cap rubber 4b base rubber 5 shoulder portion 8 sidewall portion 9 side rubber 10 carcass layer 11 carcass body portion 12 turnup portion 12a turnup edge portion 14 belt layer 16 inner liner REFERENCE SIGNS LIST 18 tire inner surface 20 land portion 25 circumferential groove 30 bead portion 31 bead core 32 outer end portion 33 bead wire 34 contour shape 35 apex 36 base 40 tie rubber 41 tie rubber end portion

Claims (9)

a tread portion extending in the tire circumferential direction and formed in an annular shape and having a tread rubber;
a pair of sidewall portions disposed on both sides of the tread portion;
a pair of bead portions disposed radially inward of each of the pair of sidewall portions;
a bead core disposed in the bead portion;
a carcass layer spanning between the pair of bead portions;
an inner liner disposed on the inner surface of the tire along the carcass layer;
with
The carcass layer includes a carcass body portion that spans between the pair of bead portions, and a carcass body portion that is formed continuously from the carcass body portion and is folded back from the tire width direction inner side to the tire width direction outer side along the peripheral edge of the bead core. a turnup portion extending from a position of an outer end portion of the bead core in the tire radial direction toward the sidewall portion while being in contact with the carcass main body portion;
A tie rubber is disposed between the carcass layer and the inner liner located in the sidewall portion,
In the tie rubber, the tie rubber terminal portion, which is the tire radially inner end portion, is located radially outward of the tire radially inner end portion of the portion where the turnup portion contacts the carcass main body portion. ,
The tie rubber terminal portion is positioned radially inward of the turnup edge portion, which is the outer end portion of the turnup portion in the tire radial direction. are overlapping,
The overlap amount H1 of the tie rubber with respect to the turnup portion is
A pneumatic tire characterized by being within a range of 20% or more and 60% or less of a turnup width Ht, which is a distance between the outer end portion of the bead core and the turnup edge portion. The turnup width Ht is
A normal line of the carcass layer passing through the outer end portion of the bead core is defined as a reference line inside the turnup portion,
It is a distance between the turnup portion inner reference line and the turnup portion outer reference line when a line passing through the turnup edge portion and parallel to the turnup portion inner reference line is set as the turnup portion outer reference line. ,
The overlap amount H1 is
A distance between the tie rubber terminal reference line and the turnup outer reference line when a line passing through the tie rubber terminal and parallel to the turnup inner reference line is set as the tie rubber terminal reference line. The pneumatic tire described in . The thickness Gt of the tie rubber at the position of the tie rubber end,
The thickness Gi of the inner liner at a position adjacent to the tie rubber end portion is
3. The pneumatic tire according to claim 1, wherein Gt≦Gi. 4. The pneumatic tire according to claim 3, wherein the thickness Gi of the inner liner is the thickness of the inner liner on a normal line of the carcass layer passing through the tie rubber terminal portion. The tread radius of the tread portion in the tire meridional cross section is within the range of 600 mm or more and 1700 mm or less,
The pneumatic tire according to any one of claims 1 to 4, wherein the ground contact width is in the range of 60% or more and 90% or less of the maximum width of the tire. Claims 1 to 5, wherein the height in the tire radial direction from the radially inner reference position of the tire section height to the tire maximum width position is within a range of 50% or more and 60% or less of the tire section height. The pneumatic tire according to any one of . The sidewall portion according to any one of claims 1 to 6, wherein the thickness of the side rubber positioned outside the carcass layer in the tire width direction at the maximum width position of the tire is within a range of 1 mm or more and 4 mm or less. pneumatic tires. In the tread rubber, the thickness Gc at the center position and the thickness Gs at the shoulder position satisfy the relationship of Gc≧Gs, and the thickness Gc at the center position and the thickness Gs at the shoulder position satisfy 8. The pneumatic tire according to any one of claims 1 to 7, wherein each is within a range of 2% or more and 10% or less of the tire section height. In the turnup portion, the height in the tire radial direction from a reference position inside the tire radial direction of the tire section height to the turnup edge portion is within a range of 10% or more and 40% or less of the tire section height. The pneumatic tire according to any one of claims 1-8.

Images