pneumatic tires

Abstract

To provide a pneumatic tire which is excellent in durability of a bead filler and resistance to external damage of a side wall.SOLUTION: A carcass 4 has a first ply 41 laminated at the relatively inner side in the tire radial direction on the tread 3, and a second ply 42 laminated at the relatively outer side in the tire radial direction on the tread 3. Each of a wind-up end 41e of the first ply and a wind-up end 42e of the second ply is arranged at the outer side in the tire radial direction of the outer end in the tire radial direction of a bead filler 1b with a gap of 80% or more of the length in the tire radial direction of the bead filler 1b. One of the wind-up end 41e of the first ply and the wind-up end 42e of the second ply is arranged at a raised part 7 and a position overlapping the tire width direction, and the other thereof is arranged on the inner side in the tire radial direction of the inner end in the tire radial direction of the raised part 7.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] SUMMARY The present disclosure relates to pneumatic tires having raised portions in the buttress areas of the sidewalls. [Background technology]

[0002] Pneumatic tires with raised portions in the buttress region of the sidewall are known for the purpose of improving driving performance on rough roads such as muddy areas and rocky terrain. Such tires provide traction effect through shear resistance when driving on rough roads, thereby improving off-road performance. Furthermore, the raised portions provide a protective effect by keeping traumatic factors such as curbs and sharp rock faces away from the outer surface of the sidewall, thereby improving the trauma resistance of the sidewall (hereinafter sometimes simply referred to as "trauma resistance").

[0003] However, the raised portions in the buttress region involve local thickness changes in the sidewall, resulting in areas where strain is likely to concentrate. Therefore, if the positional relationship with other tire components such as bead fillers is not appropriate, cracks may occur due to strain concentration, which may reduce durability. For example, in the pneumatic tire described in Patent Document 1, the bead fillers and the raised portions are relatively close to each other, which is thought to reduce the durability of the bead fillers due to strain concentration. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-95109 Summary of the Invention [Problem to be solved by the invention]

[0005] The present disclosure has been made in consideration of the above circumstances, and an object of the present disclosure is to provide a pneumatic tire having excellent bead filler durability and sidewall resistance to external damage. [Means for solving the problem]

[0006] The pneumatic tire of the present disclosure includes: a pair of bead portions; a pair of sidewalls extending radially outward from each of the pair of bead portions; a tread connected to each of the pair of sidewalls at an outer end in the tire radial direction; a bead filler embedded in the bead portion; a raised portion provided in a buttress region of at least one of the pair of sidewalls; a carcass wound up from the inside to the outside in the tire width direction so as to sandwich the bead filler, The carcass has a first ply laminated relatively on the inner side in the tire radial direction in the tread and a second ply laminated relatively on the outer side in the tire radial direction in the tread, a turned-up end of the first ply and a turned-up end of the second ply are each disposed radially outward of an outer end of the bead filler in the tire radial direction, with a distance of 80% or more of a length of the bead filler in the tire radial direction, one of the turned-up end of the first ply and the turned-up end of the second ply is disposed at a position overlapping the raised portion in the tire width direction, The other of the turned-up end of the first ply and the turned-up end of the second ply is disposed radially inward of the radially inner end of the raised portion. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a meridian cross-sectional view of a tire that schematically illustrates an example of a pneumatic tire according to the present disclosure. [Figure 2] FIG. 2 is an enlarged cross-sectional view showing a main part of the pneumatic tire of FIG. 1. [Figure 3] Cross-sectional view showing the main part of the buttress area during vulcanization molding DETAILED DESCRIPTION OF THE INVENTION

[0008] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a pneumatic tire according to the present disclosure will be described with reference to the drawings.

[0009] 1 and 2 is a pneumatic radial tire designed for running on rough roads, including muddy and rocky terrain. The pneumatic tire T includes a pair of bead portions 1, a pair of sidewalls 2 extending radially outward from each of the pair of bead portions 1, and a tread 3 continuing to the radially outer ends of each of the pair of sidewalls 2. The pneumatic tire T also includes a bead filler 1b embedded in the bead portion 1, a raised portion 7 provided in a buttress region 2B of at least one of the pair of sidewalls 2, and a carcass 4 wound up from the inner side to the outer side in the tire width direction so as to sandwich the bead filler 1b.

[0010] Here, the tire radial direction is the direction along the diameter of the tire T, and corresponds to the up-down direction in the drawings. In Figures 1 and 2, the upper side is the outer side in the tire radial direction, and the lower side is the inner side in the tire radial direction. The tire width direction is the direction parallel to the rotation axis of the tire T, and corresponds to the left-right direction in the drawings. The side closer to the tire equatorial plane TE (left side in Figure 2) is the inner side in the tire width direction, and the side away from the tire equatorial plane TE (right side in Figure 2) is the outer side in the tire width direction. The tire circumferential direction is the direction around the rotation axis of the tire T.

[0011] An annular bead core 1a is embedded in the bead portion 1. The bead core 1a is formed by covering a bundle of steel wires or the like with rubber. The bead filler 1b is arranged radially outward of the bead core 1a. The bead filler 1b is formed of rubber with a triangular cross section that extends radially outward from the bead core 1a. A rim strip rubber 11 that forms the outer surface of the bead portion 1 is provided radially outward of the bead filler 1b. A sidewall rubber 12 that forms the outer surface of the sidewall 2 is provided radially outward of the rim strip rubber 11.

[0012] The carcass 4 is toroidal between the pair of bead portions 1, and its ends are wound up (i.e., turned up) so as to sandwich the bead cores 1a and bead fillers 1b. In other words, the carcass 4 has a main body extending from the tread 3 through the sidewalls 2 to the bead portions 1, with wound-up portions disposed on the outer sides of the bead cores 1a and bead fillers 1b in the tire width direction. An inner liner 14, which has excellent gas-blocking properties, is provided on the inner circumferential side of the carcass 4 to maintain air pressure.

[0013] The carcass 4 has a plurality of plies (carcass plies) stacked on top of each other. In this embodiment, the carcass 4 has a first ply 41 stacked relatively on the inner side in the tire radial direction of the tread 3, and a second ply 42 stacked relatively on the outer side in the tire radial direction of the tread 3. The first ply 41 and the second ply 42 are each formed by covering a plurality of cords arranged in a direction substantially perpendicular to the tire circumferential direction with rubber. The cords are preferably made of metal such as steel or organic fibers such as polyester, rayon, nylon, or aramid.

[0014] A belt layer 5 laminated on the radially outer side of the carcass 4 and a belt reinforcing layer 6 laminated on the radially outer side of the belt layer 5 are embedded in the tread 3. The belt layer 5 has a plurality of plies (belt plies) laminated on top of each other. The belt ply is formed by covering a plurality of cords arranged in a direction inclined with respect to the tire circumferential direction with rubber. Steel is preferably used as the material for these cords. In this embodiment, the belt layer 5 is composed of two plies 51, 52, and the cords between the plies are laminated so that they cross each other in opposite directions.

[0015] The belt reinforcing layer 6 has one or more plies (reinforcing plies). The reinforcing plies are formed by covering cords that extend substantially in the tire circumferential direction with rubber. The above-mentioned organic fibers are preferably used as the material for these cords. By covering the ends of the belt layer 5 with the belt reinforcing layer 6, lifting of the belt plies during high-speed running can be suppressed, improving high-speed durability. A tread rubber 13 that forms the outer surface of the tread 3 is provided on the outer side of the belt reinforcing layer 6 in the tire radial direction. Although not shown, the tread rubber 13 is provided with various grooves such as circumferential grooves and lug grooves that form the tread pattern.

[0016] The pneumatic tire T of this embodiment is not a so-called side support type run-flat tire, and a side reinforcing rubber layer having a crescent-shaped cross section is not provided on the sidewall 2. However, the tire T is not limited to this, and may be a side support type run-flat tire in which a side reinforcing rubber layer is provided on the sidewall 2.

[0017] As described above, the buttress region 2B of the sidewall 2 is provided with a raised portion 7. The buttress region 2B is the region on the outer side in the tire radial direction of the sidewall 2, more specifically, the region on the outer side in the tire radial direction of the tire than the tire maximum width position 2M, and is a portion that does not come into contact with the ground during normal driving on flat, paved roads. On soft roads such as muddy ground or sandy areas, the tire sinks due to the weight of the vehicle, so the buttress region 2B comes into contact with the ground in a pseudo-like manner, and a traction effect is obtained due to the shear resistance of the raised portion 7. The tire maximum width position 2M is the position where the profile line 2p of the sidewall 2 in the tire meridian cross section is farthest from the tire equatorial plane TE in the tire width direction.

[0018] The raised portion 7 rises from a profile line 2p of the sidewall 2. The profile line 2p is the outline of the sidewall 2 excluding protrusions such as rim protectors. In Figures 1 and 2, a portion of the profile line 2p is shown by a dashed line. The profile line 2p is formed by a series of arcs that are smoothly connected together and have different radii of curvature. The profile line 2p may be formed by a single arc, or the radius of curvature may change continuously, or it may include a portion of a straight line. A plurality of raised portions 7 are arranged on the sidewall 2 at intervals in the tire circumferential direction. The tire meridian cross section shown in Figures 1 and 2 is taken along one of the plurality of raised portions 7.

[0019] The raised portion 7 extends along the tire radial direction. In this embodiment, the length of the raised portion 7 in the tire radial direction is greater than the length of the raised portion 7 in the tire circumferential direction. An inclined surface 71 is formed at the outer end of the raised portion 7 in the tire radial direction, gradually decreasing the raised height toward the outer side in the tire radial direction. An inclined surface 72 is formed at the inner end of the raised portion 7 in the tire radial direction, gradually decreasing the raised height toward the inner side in the tire radial direction. The inner end of the raised portion 7 in the tire radial direction (the boundary between the profile line 2p and the inclined surface 72) is located radially outward of the tire maximum width position 2M. A tire meridian cross section of the raised portion 7 includes a pair of inclined surfaces 71, 72 rising from the profile line 2p and a top surface 73 connecting them. The top surface 73 has a step 73s that changes the raised height. The raised height is calculated as the height in the tire width direction based on the profile line 2p.

[0020] The buttress region 2B is provided with an annular rib 8 extending annularly in the tire circumferential direction across the raised portion 7. Like the raised portion 7, the annular rib 8 protrudes from the profile line 2p of the sidewall 2. In this embodiment, the annular rib 8 has an apex that protrudes outward in the tire width direction beyond the apex surface 73 of the raised portion 7. However, this is not limited thereto, and the annular rib 8 may be formed flush with the raised portion 7. The raised height of the step 73s of the apex surface 73 is greater than the raised height of the annular rib 8. The shapes of the raised portion 7 and the annular rib 8 are not particularly limited.

[0021] As shown in Figure 3, the top of the annular rib 8 is preferably formed at a mold parting position Ps, which is the boundary between the tread mold 30 that molds the tread 3 and the side mold 20 that molds the sidewall 2. The mold parting position Ps may be identifiable from a parting line formed on the outer surface of the buttress region 2B. In a tire meridian cross section, the annular rib 8 has the shape of a stratovolcano with gently curved, constricted slopes. However, this is not limited to this, and other shapes such as a rectangular, trapezoidal, or triangular shape may also be used.

[0022] The apex of the annular rib 8 is set at a position where the distance Da shown in FIG. 1 is within a range of 20 to 40 mm, for example. The distance Da is determined as the distance in the tire radial direction from the outermost radial position of the tire T to the apex of the annular rib 8. The apex of the annular rib 8 is set at a position where the distance Db shown in FIG. 1 is 75% or more of the tire cross-sectional half width HW. The distance Db is determined as the distance in the tire width direction from the tire equatorial plane TE to the apex of the annular rib 8. The tire cross-sectional half width HW is determined as the distance in the tire width direction from the tire equatorial plane TE to the tire maximum width position 2M.

[0023] The turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42 are each disposed radially outward of the radially outer end of the bead filler 1b across a distance that is 80% or more of the radial length L1b of the bead filler 1b. Therefore, the radial distance D41e from the radially outer end of the bead filler 1b to the turned-up end 41e and the radial distance D42e from the radially outer end of the bead filler 1b to the turned-up end 42e are both 80% or more of the radial length L1b.

[0024] Of the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42, one of the turned-up end 41e is positioned so as to overlap the raised portion 7 in the tire width direction. That is, the turned-up end 41e is positioned within a projected area A7 of the raised portion 7 on the inner side in the tire width direction. Furthermore, of the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42, the other turned-up end 42e is positioned radially inward of the inner end of the raised portion 7 in the tire radial direction. Because the turned-up end 41e is positioned at an appropriate distance from the bead filler 1b and overlaps the raised portion 7, a sufficient distance is maintained between the bead filler 1b and the raised portion 7, resulting in excellent durability of the bead filler 1b. Furthermore, by positioning the turned-up end 41e within the projected area A7 of the raised portion 7, the rigidity of the raised portion 7 is increased, and the external damage resistance of the sidewall 2 is also excellent.

[0025] From the viewpoint of enhancing the above-described improvement effect, the tire radial distances D41e, D42e are each preferably 90% or more of the tire radial length L1b, and more preferably 100% or more. In order to position the turned-up end 42e, which is positioned relatively radially inward of the turned-up ends 41e, 42e, at an appropriate height, the tire radial distance D42e is preferably 120% or less of the tire radial length L1b. From the viewpoint of appropriately spacing the raised portion 7 from the bead filler 1b, the tire radial distance D7 from the tire radial outer end of the bead filler 1b to the tire radial inner end of the crest surface 73 of the raised portion 7 (the boundary between the crest surface 73 and the inclined surface 72) is preferably 130% or more of the tire radial length L1b.

[0026] In this embodiment, the turned-up end 41e of the first ply 41 is positioned radially outward of the turned-up end 42e of the second ply 42. This results in a structure in which the turned-up end 42e is covered from the outer side in the tire width direction by the first ply 41, thereby effectively improving durability by suppressing the occurrence of cracks originating from the turned-up end 42e. However, this is not limited to this, and the positional relationship between the turned-up end 41e and the turned-up end 42e may be reversed. In this case, the turned-up end 41e is positioned radially inward of the inner end of the raised portion 7 in the tire radial direction, and the turned-up end 42e is positioned to overlap the raised portion 7 in the tire width direction.

[0027] In this embodiment, the turned-up end 41e of the first ply 41 is positioned radially inward of the mold separating position Ps. In the sidewall 2, bending under load tends to be greater in the region radially outward of the mold separating position Ps. Therefore, by positioning the turned-up end 41e radially inward of the mold separating position Ps, it is possible to more appropriately suppress concentration of strain at the turned-up end 41e and improve durability.

[0028] Because both the turned-up ends 41e, 42e are locations where strain tends to concentrate, keeping them at an appropriate distance from each other is beneficial in terms of improving durability. From this perspective, it is preferable to provide a tire radial distance of 15 mm or more between the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42. In other words, it is preferable that the tire radial distance Dc between the turned-up ends 41e and 42e be 15 mm or more. Positioning the turned-up end 41e on the tire widthwise inner side of the raised portion 7, while positioning the turned-up end 42e on the tire radial inner side of the raised portion 7, is advantageous in terms of ensuring this distance (tire radial distance Dc).

[0029] The turned-up end 41e of the first ply 41 is preferably positioned so as not to overlap the inclined surface 72 in the tire width direction. In other words, the turned-up end 41e is preferably positioned outside the projection area A72 of the inclined surface 72 on the inner side in the tire width direction. The projection area A72 of the inclined surface 72 is prone to strain concentration relatively easily within the projection area A7 of the raised portion 7. Therefore, with this configuration, strain concentration at the turned-up end 41e can be more appropriately suppressed, thereby improving durability. This configuration is also useful from the perspective of positioning the turned-up end 41e and the turned-up end 42e apart from each other.

[0030] In this embodiment, the raised portion 7 has a relatively small raised height in the region between the inclined surface 71 and the step 73s, and a relatively large raised height in the region between the step 73s and the inclined surface 72. With this configuration, the portion of the raised portion 7 with a relatively large raised height is located near the tire maximum width position 2M, which contributes to improving external damage resistance. Furthermore, the turned-up end 41e of the first ply 41 is positioned so as to overlap in the tire width direction with the region between the step 73s and the inclined surface 72. As a result, the turned-up end 41e is positioned in a region with a relatively large raised height, which reduces distortion occurring in the turned-up end 41e and improves durability.

[0031] The maximum raised height position 7M is the outermost position in the tire radial direction in the portion where the raised height of the raised portion 7 is maximum (i.e., where the top surface 73 is furthest from the profile line 2p in the tire width direction). In this embodiment, the maximum raised height position 7M is set at the outer end of the step 73 in the tire width direction. The raised height of the raised portion 7 gradually decreases from the maximum raised height position 7M toward the inner side in the tire radial direction. In this way, the raised height is increased in the outer part in the tire radial direction in the region between the step 73s and the inclined surface 72, which is likely to come into contact with traumatic factors, thereby contributing to improved resistance to trauma. However, this is not limited thereto, and for example, the raised height may extend from the maximum raised height position 7M toward the inner side in the tire radial direction at a constant raised height and connect to the inclined surface 72.

[0032] The maximum raised height position 7M is located radially inward of the mold dividing position Ps. As described above, bending under load tends to be greater in regions radially outward of the mold dividing position Ps. Because strain tends to concentrate relatively easily at the maximum raised height position 7M within the raised portion 7, it is preferable that the maximum raised height position 7M be sufficiently separated from the mold dividing position Ps. From this perspective, the tire radial distance Dd between the mold dividing position Ps and the maximum raised height position 7M is preferably 50% or more, and more preferably 70% or more, of the tire radial distance De between the maximum raised height position 7M and the inclined surface 72.

[0033] From the viewpoint of ensuring sufficient spacing between the raised portion 7 and the turned-up end 42e, the tire radial distance Df between the tire radial inner end of the raised portion 7 and the turned-up end 42e is preferably 15% or more of the tire radial distance De, and more preferably 20% or more.

[0034] The turned-up end 41e is positioned radially inward of the maximum raised height position 7M. Furthermore, when the region from the maximum raised height position 7M to the inclined surface 72 is divided into two equal parts, a region Xa is formed on the outer side in the tire radial direction, and a region Xb is formed on the inner side in the tire radial direction. It is therefore preferable that the turned-up end 41e, which is positioned relatively radially outward in the tire radial direction, is positioned within the region Xa. This positions the turned-up end 41e in a region with a relatively large raised height, and the turned-up end 42e is covered by the first ply 41, thereby suppressing distortion in the turned-up end 42e and improving durability.

[0035] The positional relationships of the bead filler 1b, the raised portion 7, and the turned-up ends 41e and 42e described above may be applied to at least one of the pair of sidewalls 2. However, to enhance the improvement effect, it is preferable that they be applied to both of the pair of sidewalls 2. In this embodiment, the positional relationships of the components shown in FIG. 2 are also applied to the sidewall 2 on the left side of FIG. 1.

[0036] Unless otherwise specified, the shapes and dimensions described in this specification are based on a tire mounted on a standard rim, inflated to the standard internal pressure, and in a normal, unloaded state. A standard rim is a rim specified for each tire by the standard system, including the standard on which the tire is based, such as a "standard rim" in JATMA, a "design rim" in TRA, or a "measuring rim" in ETRTO. The standard internal pressure is the air pressure specified for each tire by the standard system, including the standard on which the tire is based, such as the "maximum air pressure" in JATMA, the maximum value listed in the "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURE" table in TRA, or the "INFLATION PRESSURE" in ETRTO.

[0037] As described above, the pneumatic tire T of this embodiment includes a pair of bead portions 1, a pair of sidewalls 2 extending radially outward from each of the pair of bead portions 1, a tread 3 continuing to the radially outer ends of each of the pair of sidewalls 2, a bead filler 1b embedded in the bead portion 1, a raised portion 7 provided in the buttress region 2B of at least one of the pair of sidewalls 2, and a carcass 4 wound up from the inner side to the outer side in the tire width direction so as to sandwich the bead filler 1b. The carcass 4 includes a first ply 41 laminated relatively radially inward in the tread 3, and a second ply 42 laminated relatively radially outward in the tread 3. The bead filler 1b has a second ply 42 laminated on the outside, and the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42 are each positioned radially outward of the tire radially outer end of the bead filler 1b, across a distance of 80% or more of the tire radial length L1b of the bead filler 1b, and one of the turned-up end 41e of the first ply 41 and the turned-up end 42 of the second ply 42 is positioned so as to overlap with the raised portion 7 in the tire width direction, and the other of the turned-up end 41e of the first ply 41 and the turned-up end 42 of the second ply 42 is positioned radially inward of the tire radially inner end of the raised portion 7.

[0038] This configuration ensures an appropriate distance between the bead filler 1b and the raised portion 7, resulting in excellent durability of the bead filler 1b. Moreover, the rigidity of the raised portion 7 is increased by arranging the turned-up end 41e at a position overlapping with the raised portion 7 in the tire width direction, resulting in excellent resistance to external damage to the sidewall 2.

[0039] The turned-up end 41e of the first ply 41 is preferably disposed radially outward of the turned-up end 42e of the second ply 42. According to this configuration, the turned-up end 42e of the second ply 42 is covered from the outer side in the tire width direction by the first ply 41, which can effectively improve durability by suppressing the occurrence of cracks originating from the turned-up end 42e.

[0040] An inclined surface 72 is formed at the end of the raised portion 7 on the inner side in the tire radial direction, gradually decreasing the raised height toward the inner side in the tire radial direction, the raised height of the raised portion 7 gradually decreasing from the maximum raised height position 7M toward the inner side in the tire radial direction, and one of the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42 is preferably located within an area Xa on the outer side in the tire radial direction when the range from the maximum raised height position 7M to the inclined surface 72 is divided into two equal parts. With this configuration, it is possible to more appropriately suppress the concentration of strain at the turned-up end 41e and improve durability.

[0041] The other of the turned-up end 41e of the first ply 41 and the turned-up end 42e of the second ply 42 is preferably positioned radially outward of the radially outer end of the bead filler 1b, across a distance that is 120% or less of the radial length L1b of the bead filler 1b. This configuration is convenient for positioning the turned-up end 42e, which is positioned relatively radially inward of the turned-up ends 41e, 42e, at an appropriate distance from the raised portion 7.

[0042] The tire radial distance D7 between the tire radial outer end of the bead filler 1b and the top surface 73 of the raised portion 7 is preferably 130% or more of the tire radial length L1b of the bead filler 1b. With this configuration, the bead filler 1b and the raised portion 7 can be appropriately spaced apart, improving the durability of the bead filler 1b.

[0043] The pneumatic tire of the present disclosure can be used as various tires for passenger cars, light trucks, trucks, buses, etc.

[0044] The pneumatic tire of the present disclosure is not limited to the above-described embodiment, and various improvements and modifications are possible within the scope of the spirit thereof. [Explanation of symbols]

[0045] 1 Bead section 1b Bead filler 2 Sidewall 2B Buttress area 3 Tread 4. Carcass 7 Ridges 7M Maximum elevation height 41 First Ply 41e First ply rolled end 42 Second Ply 42e Turned end of second ply 72 Slope

Claims

1. a pair of bead portions; a pair of sidewalls extending radially outward from each of the pair of bead portions; a tread connected to each of the pair of sidewalls at an outer end in the tire radial direction; a bead filler embedded in the bead portion; a raised portion provided in a buttress region of at least one of the pair of sidewalls; a carcass wound up from the inside to the outside in the tire width direction so as to sandwich the bead filler, a first inclined surface is formed at an outer end of the raised portion in the tire radial direction, the first inclined surface gradually decreasing the raised height toward the outer side in the tire radial direction; a second inclined surface is formed at an end portion of the raised portion on an inner side in the tire radial direction, the second inclined surface gradually decreasing the raised height toward the inner side in the tire radial direction, The top surface of the raised portion has a step that changes the raised height, a protruding height of the protruding portion is relatively small in a region between the first inclined surface and the step, and is relatively large in a region between the step and the second inclined surface, the carcass has a first ply laminated relatively on the inner side in the tire radial direction in the tread and a second ply laminated relatively on the outer side in the tire radial direction in the tread, a turned-up end of the first ply and a turned-up end of the second ply are each disposed radially outward of an outer end of the bead filler in the tire radial direction, with a distance of 80% or more of a length of the bead filler in the tire radial direction therebetween, one of the turned-up end of the first ply and the turned-up end of the second ply is disposed at a position overlapping in the tire width direction with a region between the step and the second inclined surface, the other of the turned-up end of the first ply and the turned-up end of the second ply is positioned radially inward of an inner end of the raised portion in the tire radial direction.

2. The pneumatic tire according to claim 1 , wherein a turned-up end of the first ply is disposed radially outward of a turned-up end of the second ply.

3. The raised height of the raised portion gradually decreases from the maximum raised height position toward the tire radially inward, 3. The pneumatic tire according to claim 1, wherein one of the turned-up end of the first ply and the turned-up end of the second ply is disposed within a region on the outer side in the tire radial direction when a range from the maximum raised height position to the second inclined surface is divided into two equal parts.

4. 4. The pneumatic tire according to claim 1, wherein the other of the turned-up end of the first ply and the turned-up end of the second ply is disposed radially outward of the radially outer end of the bead filler, with a distance of 120% or less of the radial length of the bead filler.

5. 5. The pneumatic tire according to claim 1, wherein a distance in the tire radial direction between an outer end of the bead filler in the tire radial direction and a top surface of the raised portion is 130% or more of a length in the tire radial direction of the bead filler.

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