tire

Abstract

To provide a tire that can make both durability performance and low rolling resistance performance of the tire compatible.SOLUTION: In a tire 1, a point Au on a side profile which is at the same position in a tire radial direction as a position of an end part of an innermost layer 141 of a belt layer 14 is defined, in a cross-sectional view in a tire meridian direction. A foot of a perpendicular line extending from the point Au down to a carcass layer 13 is defined as a point Iu, and a foot of a perpendicular line extending from a tire maximum width position Ac to the carcass layer is defined as a point Ic. The carcass layer 13 is constituted of a single layer or a plurality of layers of carcass plies formed by coating a carcass cord 13cc with coat rubber 13cr. A distance TLu[mm] from a center of the carcass cord 13cc of an innermost layer 13A of the carcass ply in an area ranging from the point Iu to the point Ic is in a range of 0.00010≤TLu / OD≤0.01500 with respect to a tire outer diameter OD[mm].SELECTED DRAWING: Figure 11

Description

Technical Field

[0001] The present invention relates to a tire, and more particularly to a tire capable of achieving both durability performance and low rolling resistance performance of the tire.

Background Art

[0002] In recent years, small-diameter tires have been developed for vehicles equipped with a lowered floor to expand the interior space. In such small-diameter tires, since the rotational inertia is small and the tire weight is also small, a reduction in transportation cost is expected. On the other hand, high load capacity is required for small-diameter tires. As a conventional tire related to such problems, the technique described in Patent Document 1 is known.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to provide a tire capable of achieving both durability performance and low rolling resistance performance of the tire.

Means for Solving the Problems

[0005] To achieve the above objective, the tire according to this invention comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer, wherein the tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660, the tire total width SW [mm] is in the range of 100 ≤ SW ≤ 400, a point Au is defined on the side profile at the same position radially to the end of the innermost layer of the belt layer in a cross-sectional view in the meridian direction of the tire, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, the foot of the perpendicular from the tire maximum width position Ac to the carcass layer is defined as point Ic, and the carcass layer is composed of a single or multiple carcass plies formed by covering carcass cords with coating rubber. , In the region from point Iu to point Ic (Figure 11), the distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire is within the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the tire outer diameter OD [mm]. Furthermore, the minimum value Ga_min of the total gauge Ga[mm] of the tire side portion in the region from point Iu to point Ic, and the distance TLu'[mm] corresponding to the above distance TLu at the same position, have the relationship 0.05 ≤ TLu' / Ga_min. It is characterized by the following: Furthermore, the tire according to this invention comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer, wherein the tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660, and the tire total width SW [mm] is in the range of 100 ≤ SW ≤ 400, and in a cross-sectional view in the meridian direction of the tire, a point Au is defined on the side profile at the same position in the radial direction of the tire relative to the end of the innermost layer of the belt layer, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, and the foot of the perpendicular from the tire maximum width position Ac to the carcass layer is defined The foot of the line is defined as point Ic, and the carcass layer is composed of a single or multiple layers of carcass ply formed by covering carcass cords with coating rubber, wherein the distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic (Figure 11) is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the tire outer diameter OD [mm], and the strength Tcs [N / 50mm] per 50 [mm] width of the carcass ply constituting the carcass layer is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm]. Furthermore, the tire according to this invention comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer, wherein the tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660, and the tire total width SW [mm] is in the range of 100 ≤ SW ≤ 400, and in a cross-sectional view in the meridian direction of the tire, a point Au is defined on the side profile at the same position in the radial direction of the tire relative to the end of the innermost layer of the belt layer, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, and the perpendicular from the tire maximum width position Ac to the carcass layer The foot of the tire is defined as point Ic, and the carcass layer is composed of a single or multiple carcass ply formed by covering the carcass cord with a coating rubber, wherein the distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic (Figure 11) is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the tire outer diameter OD [mm], and the total gauge Gu [mm] of the tire side portion at point Au on the side profile is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm]. [Effects of the Invention]

[0006] The tire according to this invention has the advantage of optimizing the distance from the carcass layer to the inner surface of the tire in the region from the edge of the belt layer to the tire's maximum width position. Specifically, the lower limit ensures a distance TLu from the carcass layer to the inner surface of the tire in the region where air leakage is likely to occur, thereby suppressing a decrease in tire durability and deterioration of rolling resistance caused by air leakage. Furthermore, the upper limit suppresses a deterioration of rolling resistance caused by an increase in tire weight. As a result, both tire durability and low rolling resistance performance are achieved. Small diameter tires, in particular, tend to experience stress concentration due to the high internal pressure and high loads described above. Therefore, by adopting the above configuration in small diameter tires, a significant improvement in tire durability and low rolling resistance performance can be obtained. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a cross-sectional view of a tire in the meridian direction, showing a tire according to an embodiment of this invention. [Figure 2] Figure 2 is a magnified view of the tire shown in Figure 1. [Figure 3] Figure 3 is an explanatory diagram showing the laminated structure of the tire belt layer described in Figure 1. [Figure 4] Figure 4 is an enlarged view showing the tire tread section described in Figure 1. [Figure 5] Figure 5 is an enlarged view showing one side of the tread area described in Figure 4. [Figure 6] Figure 6 is an enlarged view showing the sidewall and bead portions of the tire described in Figure 1. [Figure 7] Figure 7 is an enlarged view of the sidewall section shown in Figure 6. [Figure 8] Figure 8 is an explanatory diagram showing the laminated structure of the tire carcass layer and belt layer described in Figure 1. [Figure 9] Figure 9 is an explanatory diagram showing a modified example of the laminated structure of the carcass layer and belt layer described in Figure 8. [Figure 10] Figure 10 is an explanatory diagram showing a modified example of the laminated structure of the carcass layer and belt layer described in Figure 8. [Figure 11] Figure 11 is an enlarged view showing the radially outer region of the tire as described in Figure 6. [Figure 12] Figure 12 is an explanatory diagram showing the laminated structure of the carcass layer and inner liner in the radially outer region of the tire as described in Figure 11. [Figure 13] Figure 13 is a diagram showing the results of a performance test of a tire according to an embodiment of this invention. [Figure 14] Figure 14 is a diagram showing the results of a performance test of a tire according to an embodiment of this invention. [Figure 15] Figure 15 is a diagram showing the results of a performance test of a tire according to an embodiment of this invention.

Best Mode for Carrying Out the Invention

[0008] Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited by this embodiment. Further, the components of this embodiment include those that can be replaced and are self-evidently replaceable while maintaining the identity of the invention. Further, a plurality of modification examples described in this embodiment can be arbitrarily combined within the scope self-evident to those skilled in the art.

[0009] [Tire] FIG. 1 is a cross-sectional view in the tire meridian direction showing a tire 1 according to an embodiment of the present invention. The figure shows a cross-sectional view of one-side region in the tire radial direction of the tire 1 mounted on a rim 10. In this embodiment, as an example of the tire, a pneumatic radial tire for a passenger car will be described.

[0010] In the figure, the cross-section in the tire meridian direction is defined as the cross-section when the tire is cut by a plane including the tire rotation axis (not shown). Further, the tire equatorial plane CL is defined as a plane passing through the midpoint of the tire cross-sectional width DW defined by JATMA and perpendicular to the tire rotation axis. Further, the tire width direction is defined as the direction parallel to the tire rotation axis, and the tire radial direction is defined as the direction perpendicular to the tire rotation axis. Further, point T is the tire ground end, and point Ac is the tire maximum width position.

[0011] The tire 1 has an annular structure centered on the tire rotation axis, and includes a pair of bead cores 11, 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, a tread rubber 15, a pair of sidewall rubbers 16, 16, a pair of rim cushion rubbers 17, 17, and an inner liner 18 (see FIG. 1).

[0012] The pair of bead cores 11, 11 are formed by annularly and multiply winding one or more bead wires made of steel, and are embedded in the bead portions to constitute the cores of the left and right bead portions. The pair of bead fillers 12, 12 are respectively disposed on the outer periphery in the tire diameter direction of the pair of bead cores 11, 11 to reinforce the bead portions. Further, the bead filler 12 has a rubber hardness Hs_bf of 55 or more and 105 or less, a modulus M_bf [MPa] at 100[%] elongation of 2.0 or more and 13.0 or less, and a loss tangent tanδ_bf of 0.03 or more and 0.30 or less, and preferably has a rubber hardness Hs_bf of 70 or more and 100 or less, a modulus M_bf [MPa] at 100[%] elongation of 3.0 or more and 12.0 or less, and a loss tangent tanδ_bf of 0.05 or more and 0.25 or less.

[0013] The carcass layer 13 has a single-layer structure composed of one carcass ply or a multi-layer structure formed by laminating a plurality of carcass plies, and is bridged toroidally between the left and right bead cores 11, 11 to constitute the skeleton of the tire. Further, both ends of the carcass layer 13 are wound back and locked to the outside in the tire width direction so as to wrap the bead core 11 and the bead filler 12. Further, the carcass ply of the carcass layer 13 is formed by coating a plurality of carcass cords made of inorganic fibers (for example, steel, carbon fiber, glass fiber) or organic fiber materials (for example, aramid, nylon, polyester, rayon, etc.) with coat rubber and performing rolling processing, and has a cord angle of 80 [deg] or more and 100 [deg] or less (defined as the inclination angle of the longitudinal direction of the carcass cord with respect to the tire circumferential direction).

[0014] The belt layer 14 is formed by laminating a plurality of belt plies 141 to 144, and is wound around and disposed on the outer periphery of the carcass layer 13. In the configuration of FIG. 1, the belt plies 141 to 144 are composed of a pair of cross belts 141, 142, a belt cover 143, and a pair of belt edge covers 144, 144.

[0015] The pair of cross belts 141 and 142 are constructed by covering multiple belt cords made of steel or organic fiber material with coated rubber and rolling them, and have a cord angle of 15 degrees to 55 degrees in absolute value (defined as the angle of inclination of the belt cord in the longitudinal direction with respect to the circumferential direction of the tire). Furthermore, the pair of cross belts 141 and 142 have cord angles of opposite signs and are laminated with the longitudinal directions of the belt cords intersecting each other (a so-called cross-ply structure). The pair of cross belts 141 and 142 are also laminated and arranged on the radially outer side of the carcass layer 13.

[0016] The belt cover 143 and the pair of belt edge covers 144, 144 are constructed by covering a belt cover cord made of steel or organic fiber material with coated rubber, and have a cord angle of 0 [deg] or more and 10 [deg] or less in absolute value. The belt cover 143 and the belt edge covers 144 are also constructed by, for example, a strip material made by covering one or more belt cover cords with coated rubber, and this strip material is wrapped spirally multiple times around the outer surface of the cross belts 141, 142 in the tire circumferential direction. The belt cover 143 is positioned to cover the entire area of ​​the cross belts 141, 142, and the pair of belt edge covers 144, 144 are positioned to cover the left and right edges of the cross belts 141, 142 from the outside in the tire radial direction.

[0017] The tread rubber 15 is arranged on the outer circumference of the carcass layer 13 and belt layer 14 in the radial direction of the tire, forming the tread portion of the tire 1. The tread rubber 15 also includes a cap tread 151 and an under tread 152.

[0018] The cap tread 151 is made of a rubber material with excellent contact characteristics and weather resistance, and is exposed to the tread surface over the entire tire contact area, forming the outer surface of the tread portion. The cap tread 151 has a rubber hardness Hs_cap of 50 to 80, a modulus M_cap [MPa] at 100% elongation of 1.0 to 4.0, and a loss tangent tanδ_cap of 0.03 to 0.36, preferably a rubber hardness Hs_cap of 58 to 76, a modulus M_cap [MPa] at 100% elongation of 1.5 to 3.2, and a loss tangent tanδ_cap of 0.06 to 0.29.

[0019] Rubber hardness Hs is measured under temperature conditions of 20°C in accordance with JIS K6253.

[0020] The modulus (breaking strength) is measured by a tensile test at a temperature of 20°C using a dumbbell-shaped test specimen, in accordance with JIS K6251 (using a No. 3 dumbbell).

[0021] The loss tangent tanδ is measured using a viscoelastic spectrometer manufactured by Toyo Seiki Seisakusho Co., Ltd. under the conditions of a temperature of 60°C, a shear strain of 10%, an amplitude of ±0.5%, and a frequency of 20Hz.

[0022] The undertread 152 is made of a rubber material with excellent heat resistance and is sandwiched between the cap tread 151 and the belt layer 14 to form the base portion of the tread rubber 15. The undertread 152 has a rubber hardness Hs_ut of 47 to 80, a modulus M_ut [MPa] of 100% elongation of 1.4 to 5.5, and a loss tangent tanδ_ut of 0.02 to 0.23, preferably a rubber hardness Hs_ut of 50 to 65, a modulus M_ut [MPa] of 100% elongation of 1.7 to 3.5, and a loss tangent tanδ_ut of 0.03 to 0.10.

[0023] Furthermore, the difference in rubber hardness Hs_cap-Hs_ut is in the range of 3 to 20, preferably in the range of 5 to 15. Also, the difference in modulus M_cap-M_ut[MPa] is in the range of 0 to 1.4, preferably in the range of 0.1 to 1.0. Furthermore, the difference in loss tangent tanδ_cap-tanδ_ut is in the range of 0 to 0.22, preferably in the range of 0.02 to 0.16.

[0024] A pair of sidewall rubbers 16, 16 are positioned on the outer side of the carcass layer 13 in the tire width direction, respectively, to form the left and right sidewall sections. In the configuration shown in Figure 1, the outer ends of the sidewall rubbers 16 in the tire radial direction are positioned in the lower layer of the tread rubber 15 and sandwiched between the end of the belt layer 14 and the carcass layer 13. However, the configuration is not limited to this; the outer ends of the sidewall rubbers 16 in the tire radial direction may also be positioned in the outer layer of the tread rubber 15 and exposed in the buttress section of the tire (not shown). In this case, a belt cushion (not shown) is sandwiched between the end of the belt layer 14 and the carcass layer 13.

[0025] Furthermore, the sidewall rubber 16 has a rubber hardness Hs_sw of 48 to 65, a modulus M_sw [MPa] of 100% elongation of 1.0 to 2.4, and a loss tangent tanδ_sw of 0.02 to 0.22, preferably a rubber hardness Hs_sw of 50 to 59, a modulus M_sw [MPa] of 100% elongation of 1.2 to 2.2, and a loss tangent tanδ_sw of 0.04 to 0.20.

[0026] A pair of rim cushion rubbers 17, 17 extend from the inside in the tire radial direction to the outside in the tire width direction of the reversal portion of the left and right bead cores 11, 11 and carcass layer 13, forming the rim fitting surface of the bead portion. In the configuration of Figure 1, the outer end of the rim cushion rubber 17 in the tire radial direction is inserted into the lower layer of the sidewall rubber 16 and is sandwiched between the sidewall rubber 16 and the carcass layer 13. Furthermore, the rim cushion rubber 17 has a rubber hardness Hs_rc of 60 to 80, a modulus M_rc [MPa] of 2.0 to 7.0 when stretched to 100% and a loss tangent tanδ_rc of 0.09 to 0.35, preferably a rubber hardness Hs_rc of 65 to 75, a modulus M_rc [MPa] of 3.0 to 6.0 when stretched to 100% and a loss tangent tanδ_rc of 0.11 to 0.30.

[0027] The inner liner 18 is an air permeability-preventing layer positioned on the inner surface of the tire and covering the carcass layer 13. It suppresses oxidation of the carcass layer 13 due to exposure and prevents air from leaking out of the tire. The inner liner 18 may be composed of, for example, a rubber composition mainly composed of butyl rubber, or a thermoplastic resin or a thermoplastic elastomer composition in which an elastomer component is blended into a thermoplastic resin.

[0028] Furthermore, in Figure 1, the tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660, preferably in the range of 250 [mm] ≤ OD ≤ 580 [mm]. By applying such small-diameter tires, the load performance improvement effect described later can be significantly obtained. Also, the tire total width SW [mm] is in the range of 100 ≤ SW ≤ 400, preferably in the range of 105 [mm] ≤ SW ≤ 340 [mm]. With such small-diameter tires 1, for example, the floor of a small vehicle can be lowered to expand the interior space. In addition, because the rotational inertia is small and the tire weight is small, fuel efficiency is improved and transportation costs are reduced. In particular, when mounted on an in-wheel motor of a vehicle, the load on the motor is effectively reduced.

[0029] The tire outer diameter (OD) is measured when the tire is mounted on a specified rim, subjected to a specified internal pressure, and under no-load conditions.

[0030] The tire's total width SW is measured as the straight-line distance between the sidewalls (including all parts of the tire's sidewall, such as patterns and lettering) when the tire is mounted on a specified rim, subjected to specified internal pressure, and under no-load conditions.

[0031] The specified rim refers to the "applicable rim" specified by JATMA, the "Design Rim" specified by TRA, or the "Measuring Rim" specified by ETRTO. The specified internal pressure refers to the "maximum air pressure" specified by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or the "INFLATION PRESSURES" specified by ETRTO. The specified load refers to the "maximum load capacity" specified by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or the "LOAD CAPACITY" specified by ETRTO. However, in JATMA, for passenger car tires, the specified internal pressure is 180 [kPa] air pressure, and the specified load is 88 [%] of the maximum load capacity.

[0032] Furthermore, the total tire width SW [mm] is in the range of 0.23 ≤ SW / OD ≤ 0.84 relative to the tire outer diameter OD [mm], and preferably in the range of 0.25 ≤ SW / OD ≤ 0.81.

[0033] Furthermore, it is preferable that the tire outer diameter OD and the tire total width SW satisfy the following formula (1). Here, A1min = -0.0017, A2min = 0.9, A3min = 130, A1max = -0.0019, A2max = 1.4, A3max = 400, and preferably A1min = -0.0018, A2min = 0.9, A3min = 160, A1max = -0.0024, A2max = 1.6, A3max = 362.

[0034]

number

[0035] The above tire 1 is assumed to use a rim 10 having a rim diameter of 5 inches to 16 inches (i.e., 125 mm to 407 mm). Furthermore, the rim diameter RD [mm] is in the range of 0.50 ≤ RD / OD ≤ 0.74 with respect to the tire outer diameter OD [mm], preferably in the range of 0.52 ≤ RD / OD ≤ 0.71. The above lower limit ensures the rim diameter RD, and in particular, ensures the installation space for the in-wheel motor. The above upper limit ensures the tire's internal volume V, which will be described later, and ensures the tire's load capacity.

[0036] Note that the inner diameter of the tire is equal to the rim diameter RD of rim 10.

[0037] Furthermore, the above-mentioned tire 1 is intended for use at an internal pressure higher than specified, specifically between 350 kPa and 1200 kPa, preferably between 500 kPa and 1000 kPa. The lower limit effectively reduces the rolling resistance of the tire, and the upper limit ensures the safety of the internal pressure filling process.

[0038] Furthermore, the above-mentioned tire 1 is intended to be mounted on vehicles that travel at low speeds, such as small shuttle buses. The vehicle's maximum speed is 100 km / h or less, preferably 80 km / h or less, and more preferably 60 km / h or less. The above-mentioned tire 1 is also intended to be mounted on vehicles with 6 to 12 wheels. This ensures that the tire's load capacity is properly utilized.

[0039] Furthermore, the aspect ratio of the tire, i.e., the ratio of the tire section height SH [mm] (see Figure 2 described later) to the tire section width DW [mm], SH / DW, is in the range of 0.16 ≤ SH / DW ≤ 0.85, and preferably in the range of 0.19 ≤ SH / DW ≤ 0.82.

[0040] The tire section height SH is half the difference between the tire's outer diameter and its rim diameter, and is measured under no-load conditions with the tire mounted on a specified rim and under specified internal pressure.

[0041] The tire section width (DW) is measured as the straight-line distance between the sidewalls (excluding patterns, lettering, etc. on the tire sidewall) when the tire is mounted on a specified rim, subjected to specified internal pressure, and under no-load conditions.

[0042] Furthermore, the tire contact width TW is in the range of 0.50 ≤ TW / SW ≤ 0.85 relative to the total tire width SW, and preferably in the range of 0.60 ≤ TW / SW ≤ 0.80.

[0043] The tire contact width TW is measured as the maximum straight distance in the axial direction of the tire at the contact surface between the tire and the flat plate when the tire is mounted on a specified rim, subjected to a specified internal pressure, and placed perpendicular to a flat plate in a stationary state while a load corresponding to a specified load is applied.

[0044] Furthermore, the tire internal volume V [m^3] is within the range of 4.0 ≤ (V / OD) × 10^6 ≤ 60 relative to the tire outer diameter OD [mm], and preferably within the range of 6.0 ≤ (V / OD) × 10^6 ≤ 50. This optimizes the tire internal volume V. Specifically, the above lower limit ensures the tire internal volume and thus the tire's load capacity. In particular, for small-diameter tires, where use at high internal pressure and high loads is expected, it is preferable to ensure a sufficient tire internal volume V. The above upper limit suppresses the need for larger tires due to an excessively large tire internal volume V.

[0045] Furthermore, the tire internal volume V [m^3] is in the range of 0.5 ≤ V × RD ≤ 17 with respect to the rim diameter RD [mm], and preferably in the range of 1.0 ≤ V × RD ≤ 15.

[0046] [Bead core and bead filler] In Figure 1, as described above, the pair of bead cores 11, 11 are formed by winding one or more bead wires (not shown) made of steel in a ring-like and multi-layered manner. In addition, the pair of bead fillers 12, 12 are arranged on the outer circumference of the pair of bead cores 11, 11 in the radial direction of the tire.

[0047] Furthermore, the strength Tbd[N] of one bead core 11 is in the range of 45≦Tbd / OD≦120 with respect to the tire outer diameter OD[mm], preferably in the range of 50≦Tbd / OD≦110, and more preferably in the range of 60≦Tbd / OD≦105. Also, the strength Tbd[N] of the bead core is in the range of 90≦Tbd / SW≦400 with respect to the total tire width SW[mm], preferably in the range of 110≦Tbd / SW≦350. This ensures that the load capacity of the bead core 11 is properly secured. Specifically, the above lower limits suppress tire deformation when used under high load, ensuring the durability of the tire. In addition, it becomes possible to use the tire at high internal pressure, and the rolling resistance of the tire is reduced. In particular, in small diameter tires, where use at high internal pressure and high load is expected, the above-mentioned tire durability and reduction in rolling resistance are significantly obtained. The above upper limit suppresses the deterioration of rolling resistance caused by the increase in mass of the bead core.

[0048] The strength Tbd[N] of the bead core 11 is calculated as the product of the strength per bead wire [N / wire] and the total number of bead wires in the radial cross-section [wires]. The strength of the bead wire is JIS G3510 It is measured by a tensile test at a temperature of 20°C in accordance with the standard.

[0049] Furthermore, it is preferable that the strength Tbd[N] of the bead core 11 satisfies the following formula (2) with respect to the tire outer diameter OD[mm], distance SWD[mm], and rim diameter RD[mm]. Here, B1min=0.26, B2min=10.0, B1max=2.5, B2max=99.0, preferably B1min=0.35, B2min=14.0, B1max=2.5, B2max=99.0, more preferably B1min=0.44, B2min=17.6, B1max=2.5, B2max=99.0, and even more preferably B1min=0.49, B2min=17.9, B1max=2.5, B2max=99.0. Furthermore, it is preferable that B1min=0.0016×P and B2min=0.07×P using the specified internal pressure P[kPa] of the tire.

[0050]

number

[0051] Distance SWD is twice the radial distance from the tire rotation axis (not shown) to the tire's maximum width position Ac, i.e., the diameter of the tire at the maximum width position Ac. It is measured with the tire mounted on a specified rim, with a specified internal pressure applied, and under no-load conditions.

[0052] The tire's maximum width position Ac is defined as the position of the maximum width of the tire's section width DW as specified by JATMA.

[0053] Furthermore, in a radial cross-sectional view of one bead core 11, the total cross-sectional area σbd [mm^2] of the bead wire made of the steel described above is in the range of 0.025 ≤ σbd / OD ≤ 0.075 with respect to the tire outer diameter OD [mm], preferably in the range of 0.030 ≤ σbd / OD ≤ 0.065. Also, the total cross-sectional area σbd [mm^2] of the bead wire is in the range of 11 ≤ σbd ≤ 36, preferably in the range of 13 ≤ σbd ≤ 33. This achieves the strong Tbd [N] of the bead core 11 described above.

[0054] The total cross-sectional area σbd [mm^2] of the bead wire is calculated as the sum of the cross-sectional areas of the bead wire in a radial cross-sectional view of one bead core 11.

[0055] For example, in the configuration shown in Figure 1, the bead core 11 has a square shape formed by arranging bead wires (not shown) having a circular cross-section in a grid pattern. However, it is not limited to this, and the bead core 11 may also have a hexagon shape formed by arranging bead wires having a circular cross-section in a close-packed structure (not shown). In addition, any bead wire arrangement structure can be adopted within the scope of what is obvious to those skilled in the art.

[0056] Furthermore, it is preferable that the total cross-sectional area σbd [mm^2] of the bead wire satisfies the following formula (3) with respect to the tire outer diameter OD [mm], distance SWD [mm], and rim diameter RD [mm]. Here, Cmin = 30 and Cmax = 8, preferably Cmin = 25 and Cmax = 10.

[0057]

number

[0058] Furthermore, the total cross-sectional area σbd [mm^2] of the bead wire is in the range of 0.50 ≤ σbd / Nbd ≤ 1.40, and preferably in the range of 0.60 ≤ σbd / Nbd ≤ 1.20, with respect to the total number of cross-sections (i.e., total number of turns) Nbd [wires] of the bead wire in a radial cross-sectional view. That is, the cross-sectional area σbd' [mm^2] of a single bead wire is in the range of 0.50 [mm^2 / wire] or more and 1.40 [mm^2 / wire] or less, and preferably in the range of 0.60 [mm^2 / wire] or more and 1.20 [mm^2 / wire] or less.

[0059] Furthermore, the maximum width Wbd [mm] of one bead core 11 in a radial cross-sectional view (see Figure 2 described later) is in the range of 0.16 ≤ Wbd / σbd ≤ 0.50 with respect to the total cross-sectional area σbd [mm^2] of the bead wire, preferably in the range of 0.20 ≤ Wbd / σbd ≤ 0.40.

[0060] Furthermore, in Figure 1, the distance Dbd [mm] between the centers of gravity of the pair of bead cores 11, 11 is in the range of 0.63 ≤ Dbd / SW ≤ 0.97 with respect to the total tire width SW [mm], preferably in the range of 0.65 ≤ Dbd / SW ≤ 0.95. The lower limit reduces the amount of tire deflection, thereby reducing the rolling resistance of the tire. The upper limit reduces the stress acting on the tire sidewall, thereby suppressing tire failure.

[0061] Furthermore, in Figure 2, the radial distance BH [mm] from the radially outer end of the bead core 11 to the radially outer end of the bead filler 23, i.e., the height of the bead filler 23, is in the range of 0.10 ≤ BH / SH ≤ 0.40 with respect to the tire cross-sectional height SH [mm], and preferably in the range of 0.15 ≤ BH / SH ≤ 0.35.

[0062] The radial distance BH [mm] is measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0063] [Carcass layer] Figure 2 is an enlarged view of tire 1 as shown in Figure 1. This figure shows one side of the tire, with the tire equatorial plane CL as the boundary.

[0064] In the configuration shown in Figure 1, as described above, the carcass layer 13 consists of a single carcass ply and is arranged in a toroidal manner between the left and right bead cores 11, 11. In addition, both ends of the carcass layer 13 are wrapped back outward in the tire width direction and secured to enclose the bead core 11 and the bead filler 12.

[0065] Furthermore, the strength Tcs [N / 50mm] per 50 [mm] width of the carcass ply constituting the carcass layer 13 is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm], preferably in the range of 20 ≤ Tcs / OD ≤ 120. Also, the strength Tcs [N / 50mm] of the carcass layer 13 is in the range of 30 ≤ Tcs / SW ≤ 260 with respect to the total tire width SW [mm], preferably in the range of 35 ≤ Tcs / SW ≤ 220. With this configuration, the load capacity of the carcass layer 13 is properly ensured in small diameter tires, which has the advantage of achieving both tire durability and low rolling resistance. Specifically, the above lower limit suppresses tire deformation when used under high load, ensuring tire durability. In addition, it becomes possible to use the tire at high internal pressure, reducing tire rolling resistance. In particular, with small-diameter tires, where high internal pressure and high loads are expected, the aforementioned tire durability and reduction in rolling resistance are significantly improved. The above upper limit suppresses the deterioration of rolling resistance caused by the increase in the mass of the carcass layer.

[0066] The strength Tcs [N / 50mm] of the carcass ply is calculated as follows: The carcass ply that spans the left and right bead cores 11, 11 and extends across the entire inner circumference of the tire is defined as the effective carcass ply. The strength Tcs [N / cord] per carcass cord constituting the effective carcass ply is then calculated as the product of the number of carcass cords driven in per 50 [mm] width [cords / 50mm] on the tire's equatorial plane CL and around the entire circumference of the tire. The strength of the carcass cord is JIS L The strength is measured by a tensile test at a temperature of 20°C in accordance with 1017. For example, in a configuration where a single carcass cord is made up of multiple strands twisted together, the strength of the twisted single carcass cord is measured and the strength Tcs of the carcass layer 13 is calculated. Furthermore, in a configuration where the carcass layer 13 has a multilayer structure (not shown) made up of multiple effective carcass plies stacked together, the strength Tcs described above is defined for each of the multiple effective carcass plies.

[0067] For example, in the configuration shown in Figure 1, the carcass layer 13 has a single-layer structure consisting of a single carcass ply (not shown in the figure), and the carcass ply is composed of carcass cords made of steel covered with coated rubber, arranged at a cord angle of 80 [deg] to 100 [deg] with respect to the circumferential direction of the tire (not shown). Furthermore, the above-mentioned steel carcass cords have a cord diameter φcs [mm] in the range of 0.15 ≤ φcs ≤ 1.10, preferably in the range of 0.25 ≤ φcs ≤ 0.60, and a number of cords driven in Ecs [cords / 50mm] in the range of 25 ≤ Ecs ≤ 80, preferably in the range of 50 ≤ Ecs ≤ 80, thereby achieving the above-mentioned strength Tcs [N / 50mm] of the carcass layer 13. In addition, the carcass cord is made up of multiple strands twisted together, and the diameter of the strands φcss [mm] is in the range of 0.12 ≤ φcss ≤ 0.24, preferably in the range of 0.14 ≤ φcss ≤ 0.22. Furthermore, it is even more preferable that the wire diameter φcss [mm] of the carcass cord is within the range of 0.30 ≤ φcss / φcs ≤ 0.90 relative to the cord diameter φcs [mm] of the carcass cord. Note that the carcass cord may be composed of inorganic fibers other than steel (e.g., carbon fiber, glass fiber, etc.).

[0068] Furthermore, the carcass ply may be composed of a carcass cord made of organic fiber material (e.g., aramid, nylon, polyester, rayon, etc.) coated with a rubber coating. In this case, the carcass cord made of the organic fiber material has a cord diameter φcs [mm] in the range of 0.60 ≤ φcs ≤ 0.90 and a number of strands Ecs [strands / 50mm] in the range of 40 ≤ Ecs ≤ 70, thereby achieving the above-mentioned strength Tcs [N / 50mm] of the carcass layer 13. In addition, carcass cords made of high-strength organic fiber material such as nylon, aramid, or hybrids can be used within the scope of what is obvious to those skilled in the art.

[0069] Furthermore, the carcass layer 13 may have a multilayer structure consisting of multiple, for example, two layers of carcass ply (not shown). This can effectively increase the load capacity of the tire.

[0070] Furthermore, the total strength TTcs [N] of the carcass layer 13 is in the range of 300 ≤ TTcs / OD ≤ 3500 with respect to the tire outer diameter OD [mm], preferably in the range of 400 ≤ TTcs / OD ≤ 3000. This ensures the overall load capacity of the carcass layer 13.

[0071] The total strength TTcs[N] of the carcass layer 13 is calculated as the product of the strength per carcass cord [N / cord] and the total number of carcass cords [cords] embedded in the entire carcass layer 13. Therefore, the total strength TTcs[N] of the carcass layer 13 increases with an increase in the strength Tcs[N / 50mm] of each carcass ply, the number of layers of carcass ply, and the circumference of the carcass ply.

[0072] Furthermore, it is preferable that the total strength TTcs [N] of the carcass layer 13 satisfies the following formula (4) with respect to the tire outer diameter OD [mm] and distance SWD [mm]. Here, Dmin = 2.2 and Dmax = 40, preferably Dmin = 4.3 and Dmax = 40, more preferably Dmin = 6.5 and Dmax = 40, and even more preferably Dmin = 8.7 and Dmax = 40. Furthermore, it is preferable that Dmin = 0.02 × P using the specified internal pressure P [kPa] of the tire.

[0073]

number

[0074] In the structure shown in FIG. 1, the carcass layer 13 has a main body portion 131 extending along the inner surface of the tire and a winding-up portion 132 that is wound outward in the tire width direction so as to enclose the bead core 11 and extends in the tire radial direction. Further, in FIG. 2, the radial height Hcs [mm] from the measurement point of the rim diameter RD to the end of the winding-up portion 132 of the carcass layer 13 is in the range of 0.10 ≦ Hcs / SH ≦ 0.49 with respect to the tire cross-sectional height SH [mm], and preferably in the range of 0.15 ≦ Hcs / SH ≦ 0.47. Thereby, the radial height Hcs of the winding-up portion 132 of the carcass layer 13 is optimized. Specifically, the lower limit ensures the load capacity of the tire side portion, and the upper limit suppresses the deterioration of the rolling resistance due to the increase in the mass of the carcass layer.

[0075] The radial height Hcs [mm] of the winding-up portion 132 of the carcass layer 13 is measured in a non-loaded state while mounting the tire on a specified rim and applying a specified internal pressure.

[0076] For example, in the structure shown in FIG. 2, the outer end in the radial direction of the winding-up portion 132 of the carcass layer 13 (reference numerals in the figure are omitted) is in a region radially inside the tire in the tire maximum width position Ac, and more specifically, in the region up to the radial position Al' which is 70 [%] of the distance Hl described later from the tire maximum width position Ac. At this time, the contact height Hcs' [mm] between the main body portion 131 and the winding-up portion 132 of the carcass layer 13 is in the range of 0.07 ≦ Hcs' / SH with respect to the tire cross-sectional height SH [mm], and preferably in the range of 0.10 ≦ Hcs' / SH. Thereby, the load capacity of the tire side portion is effectively increased. The upper limit of the ratio Hcs' / SH is not particularly limited, but is restricted by the relationship Hcs' < Hcs with respect to the radial height Hcs of the winding-up portion 132 of the carcass layer 13.

[0077] The contact height Hcs' of the carcass layer 13 is the length of the extension in the tire radial direction of the region where the main body portion 131 and the winding-up portion 132 contact each other, and is measured in a non-loaded state while mounting the tire on a specified rim and applying a specified internal pressure.

[0078] Furthermore, the carcass layer 13 may have a so-called high-turn-up structure, so that the end of the winding portion 132 of the carcass layer 13 is located in a region radially outward from the tire maximum width position Ac (not shown).

[0079] [Belt layer] Figure 3 is an explanatory diagram showing the laminated structure of the belt layer of tire 1 as described in Figure 1. In this figure, the thin lines attached to each belt ply 141 to 144 schematically show the arrangement of the belt cords.

[0080] In the configuration shown in Figure 1, as described above, the belt layer 14 is made up of multiple belt plies 141 to 144 stacked together. Furthermore, as shown in Figure 3, these belt plies 141 to 144 are composed of a pair of cross belts 141 and 142, a belt cover 143 and a pair of belt edge covers 144 and 144.

[0081] In this case, the strength Tbt [N / 50mm] per 50 [mm] width of each pair of cross belts 141 and 142 is in the range of 25 ≤ Tbt / OD ≤ 250 with respect to the tire outer diameter OD [mm], preferably in the range of 30 ≤ Tbt / OD ≤ 230. Furthermore, the strength Tbt [N / 50mm] of the cross belts 141 and 142 is in the range of 45 ≤ Tbt / SW ≤ 500 with respect to the total tire width SW [mm], preferably in the range of 50 ≤ Tbt / SW ≤ 450. This ensures that the load capacity of each of the pair of cross belts 141 and 142 is properly secured. Specifically, the above lower limits suppress tire deformation when used under high loads, ensuring the durability of the tire. In addition, it becomes possible to use the tire at high internal pressures, reducing the rolling resistance of the tire. In particular, for small diameter tires, where use at high internal pressures and high loads is expected, the above-mentioned tire durability and reduction in rolling resistance are significantly obtained. The above upper limit suppresses the deterioration of rolling resistance caused by the increase in mass of the cross belts.

[0082] The strength Tbt [N / 50mm] of the belt ply is calculated as follows: Specifically, the belt ply extending over 80% of the tire contact width TW (i.e., the central part of the tire contact area) centered on the tire equatorial plane CL is defined as the effective belt ply. The strength Tbt [N / 50mm] of the belt ply is calculated by multiplying the strength per belt cord [N / cord] constituting the effective belt ply by the number of belt cords driven in per 50mm width in the aforementioned 80% of the tire contact width TW region [cords]. The strength of the belt cord is defined in JIS standards. L The strength is measured by a tensile test at a temperature of 20°C in accordance with 1017. For example, in a configuration where a single belt cord is made up of multiple strands twisted together, the strength of the twisted single belt cord is measured and the strength Tbt of the belt ply is calculated. Also, in a configuration where the belt layer 14 is made up of multiple effective belt plies stacked together (see Figure 1), the above-described strength Tbt is defined for each of the multiple effective belt plies. For example, in the configuration of Figure 1, a pair of cross belts 141 and 142 and a belt cover 143 correspond to effective belt plies.

[0083] For example, in the configuration shown in Figure 3, a pair of cross belts 141 and 142 are constructed by arranging steel belt cords covered with coated rubber at a cord angle (dimension symbols omitted in the figure) of 15 degrees to 55 degrees relative to the circumferential direction of the tire. Furthermore, the steel belt cords have a cord diameter φbt [mm] in the range of 0.50 ≤ φbt ≤ 1.80 and a number of cords Ebt [cords / 50 mm] in the range of 15 ≤ Ebt ≤ 75, thereby achieving a strong Tbt [N / 50 mm] for the cross belts 141 and 142. In addition, the cord diameter φbt [mm] and the number of cords Ebt [cords / 50 mm] are preferably in the ranges of 0.55 ≤ φbt ≤ 1.60 and 17 ≤ Ebt ≤ 50, and more preferably in the ranges of 0.60 ≤ φbt ≤ 1.30 and 20 ≤ Ebt ≤ 40. Furthermore, the belt cord is made up of multiple strands twisted together, and the diameter of the strands φbts [mm] is in the range of 0.16 ≤ φbts ≤ 0.43, preferably in the range of 0.21 ≤ φbts ≤ 0.39.

[0084] Furthermore, the cross belts 141 and 142 may also be constructed from belt cords made of organic fiber material (e.g., aramid, nylon, polyester, rayon, etc.) coated with coated rubber. In this case, the belt cord made of the organic fiber material has a cord diameter φbt [mm] in the range of 0.50 ≤ φbt ≤ 0.90 and a number of strands Ebt [strands / 50mm] in the range of 30 ≤ Ebt ≤ 65, thereby achieving the above-mentioned strength Tbt [N / 50mm] of the cross belts 141 and 142. In addition, belt cords made of high-strength organic fiber material such as nylon, aramid, or hybrids can be used within the scope of what is obvious to those skilled in the art.

[0085] Furthermore, the belt layer 14 may have an additional belt (not shown). Such an additional belt may be, for example, (1) a third cross belt, constructed by covering a plurality of belt cords made of steel or organic fiber material with a coating rubber and rolling it, and having a cord angle of 15 [deg] to 55 [deg] in absolute value, or (2) a so-called high-angle belt, constructed by covering a plurality of belt cords made of steel or organic fiber material with a coating rubber and rolling it, and having a cord angle of 45 [deg] to 70 [deg] in absolute value, preferably 54 [deg] to 68 [deg] in absolute value. The additional belt may also be positioned (a) between a pair of cross belts 141, 142 and the carcass layer 13, (b) between a pair of cross belts 141, 142, or (c) radially outside the pair of cross belts 141, 142 (not shown). This improves the load capacity of the belt layer 14.

[0086] Furthermore, the total strength TTbt [N] of the belt layer 14 is in the range of 70 ≤ TTbt / OD ≤ 750 with respect to the tire outer diameter OD [mm], preferably in the range of 90 ≤ TTbt / OD ≤ 690, more preferably in the range of 110 ≤ TTbt / OD ≤ 690, and even more preferably in the range of 120 ≤ TTbt / OD ≤ 690. This ensures the overall load capacity of the belt layer 14. Moreover, it is preferable that 0.16 × P ≤ TTbt / OD is met using the specified internal pressure P [kPa] of the tire.

[0087] The total strength TTbt[N] of the belt layer 14 is calculated as the product of the strength per belt cord [N / cord] and the total number of belt cords driven into the belt layer 14 [cords]. Therefore, the total strength TTbt[N] of the belt layer 14 increases with an increase in the strength Tbt[N / 50mm] of each belt ply, the number of belt plies stacked, and so on.

[0088] Furthermore, the width Wb1 [mm] of the widest cross belt (in Figure 3, the inner diameter cross belt 141) of the pair of cross belts 141 and 142 (including the additional belt in the configuration with the additional belt described above; not shown) is in the range of 1.00 ≤ Wb1 / Wb2 ≤ 1.40 relative to the width Wb2 [mm] of the narrowest cross belt (in Figure 3, the outer diameter cross belt 142), preferably in the range of 1.10 ≤ Wb1 / Wb2 ≤ 1.35. Also, the width Wb2 [mm] of the narrowest cross belt is in the range of 0.61 ≤ Wb2 / SW ≤ 0.96 relative to the total tire width SW [mm], preferably in the range of 0.70 ≤ Wb2 / SW ≤ 0.94. The above lower limits ensure the width of the belt ply, optimize the contact pressure distribution in the tire contact area, and ensure the tire's resistance to uneven wear. The above upper limit reduces distortion at the ends of the belt ply during tire rolling, thereby suppressing separation of the surrounding rubber at the ends of the belt ply.

[0089] The width of the belt ply is the distance between the left and right ends of each belt ply in the tire rotation axis direction, and is measured with the tire mounted on a specified rim, with a specified internal pressure applied, and under no-load conditions.

[0090] Furthermore, the width Wb1 [mm] of the widest crossing belt (in Figure 3, the inner diameter crossing belt 141) of the pair of crossing belts 141 and 142 (including the additional belt in the configuration with the additional belt described above; not shown) is in the range of 0.85 ≤ Wb1 / TW ≤ 1.23 with respect to the tire contact width TW [mm], preferably in the range of 0.90 ≤ Wb1 / TW ≤ 1.20.

[0091] For example, in the configurations shown in Figures 1 to 3, a wide cross belt 141 is positioned in the innermost layer in the radial direction of the tire, and a narrow cross belt 142 is positioned radially outside the wide cross belt 141. A belt cover 143 is positioned radially outside the narrow cross belt 142, covering the entirety of both the pair of cross belts 141 and 142. A pair of belt edge covers 144, 144 are positioned radially outside the belt cover 143, spaced apart from each other, covering the left and right edges of the pair of cross belts 141 and 142, respectively.

[0092] [Tread profile and tread gauge] Figure 4 is an enlarged view showing the tread portion of tire 1 as described in Figure 1.

[0093] In Figure 4, the tread profile drop DA [mm] at the tire contact edge T, the tire contact width TW [mm], and the tire outer diameter OD [mm] have a relationship of 0.015 ≤ TW / (DA × OD) ≤ 0.300, preferably 0.020 ≤ TW / (DA × OD) ≤ 0.250. Furthermore, the tread profile drop DA [mm] at the tire contact edge T has a relationship of 0.01 ≤ DA / TW ≤ 0.10 with respect to the tire contact width TW [mm], preferably 0.02 ≤ DA / TW ≤ 0.08. This optimizes the drop angle of the tread shoulder region (defined as the ratio DA / (TW / 2)), ensuring the tread's load capacity is properly maintained. Specifically, the above lower limit ensures the drop angle of the tread shoulder region, suppressing a decrease in wear life caused by excessive contact pressure in the tread shoulder region. The above upper limit ensures that the tire contact area becomes flat and the contact pressure is uniform, thereby ensuring the tire's wear resistance. In particular, small-diameter tires are expected to be used under high internal pressure and high load, so the above configuration can effectively optimize the contact pressure distribution in the tire contact area.

[0094] The drop amount DA is the radial distance of the tire from the intersection point C1 of the tire's equatorial plane CL and the tread profile in a cross-sectional view along the tire's meridian direction to the tire's contact edge T. It is measured with the tire mounted on a specified rim, with a specified internal pressure applied, and under no-load conditions.

[0095] The tire profile is the contour line of the tire in a cross-sectional view along the tire meridian, and is measured using a laser profiler. For example, a tire profile measuring device (manufactured by Matsuo Co., Ltd.) is used as a laser profiler.

[0096] Furthermore, it is preferable that the amount of tread profile drop DA [mm] at the tire contact edge T satisfies the following formula (5) with respect to the tire outer diameter OD [mm] and tire total width SW [mm]. Here, Emin = 2.5 and Emax = 17, preferably Emin = 3.8 and Emax = 13, and even more preferably Emin = 4.0 and Emax = 9.

[0097]

number

[0098] Furthermore, in Figure 4, we define point C1 on the tread profile at the tire equatorial plane CL, and a pair of points C2, C2 on the tread profile at a distance of 1 / 4 of the tire contact width TW from the tire equatorial plane CL.

[0099] At this time, the radius of curvature TRc [mm] of the arc passing through point C1 and the pair of points C2 is in the range of 0.15 ≤ TRc / OD ≤ 15 with respect to the tire outer diameter OD [mm], preferably in the range of 0.18 ≤ TRc / OD ≤ 12. Furthermore, the radius of curvature TRc [mm] of the arc is in the range of 30 ≤ TRc ≤ 3000, preferably in the range of 50 ≤ TRc ≤ 2800, and even more preferably in the range of 80 ≤ TRc ≤ 2500. This ensures that the load capacity of the tread is properly secured. Specifically, the lower limit makes the center region of the tread flat, equalizing the contact pressure in the tire contact area and ensuring the wear resistance of the tire. The upper limit suppresses the reduction in wear life caused by excessive contact pressure in the shoulder region of the tread. In particular, small diameter tires are expected to be used under high internal pressure and high load, so the effect of equalizing the contact pressure under such usage conditions is effectively obtained.

[0100] The radius of curvature of the arc is measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0101] Furthermore, in Figure 4, the radius of curvature TRw [mm] of the arc passing through point C1 on the tire equatorial plane CL and the left and right tire contact edges T, is in the range of 0.30 ≤ TRw / OD ≤ 16 with respect to the tire outer diameter OD [mm], preferably in the range of 0.35 ≤ TRw / OD ≤ 11. Also, the radius of curvature TRw [mm] of the arc is in the range of 150 ≤ TRw ≤ 2800, preferably in the range of 200 ≤ TRw ≤ 2500. This ensures that the load capacity of the tread is properly secured. Specifically, the lower limit ensures that the entire tire contact area is flat and the contact pressure is uniform, thereby ensuring the wear resistance of the tire. The upper limit suppresses the reduction in wear life caused by excessive contact pressure in the tread shoulder area. In particular, small diameter tires are expected to be used under high internal pressure and high load, so the above configuration can effectively optimize the contact pressure distribution in the tire contact area.

[0102] Furthermore, the radius of curvature TRw [mm] of the first arc passing through points C1 and C2 is in the range of 0.50 ≤ TRw / TRc ≤ 1.00, preferably in the range of 0.60 ≤ TRw / TRc ≤ 0.98, and more preferably in the range of 0.70 ≤ TRw / TRc ≤ 0.96, relative to the radius of curvature TRw [mm] of the second arc passing through point C1 and the tire contact edge T. This optimizes the tire's contact shape. Specifically, the lower limit distributes the contact pressure in the center region of the tread, improving the tire's wear life. The upper limit suppresses the reduction in wear life caused by excessive contact pressure in the shoulder region of the tread.

[0103] Furthermore, in Figure 4, we define point B1 on the carcass layer 13 in the tire equatorial plane CL, the left and right tire contact points T, and the feet B2, B2 of the perpendiculars drawn from T to the carcass layer 13.

[0104] At this time, the radius of curvature CRw of the arc passing through point B1 and the pair of points B2, B2 is in the range of 0.35 ≤ CRw / TRw ≤ 1.60, preferably in the range of 0.45 ≤ CRw / TRw ≤ 1.50, and more preferably in the range of 0.55 ≤ CRw / TRw ≤ 1.40, with respect to the radius of curvature TRw of the arc passing through point C1 and the tire contact edges T, T. Furthermore, the radius of curvature CRw [mm] is in the range of 100 ≤ CRw ≤ 2500, preferably in the range of 120 ≤ CRw ≤ 2200. This further optimizes the tire contact shape. Specifically, the lower limit suppresses the decrease in wear life caused by the increase in rubber gauge in the tread shoulder area. The upper limit ensures the wear life in the tread center area.

[0105] Figure 5 is an enlarged view showing one side of the tread area described in Figure 4.

[0106] In the configuration shown in Figure 1, as described above, the belt layer 14 has a pair of cross belts 141 and 142, and the tread rubber 15 has a cap tread 151 and an under tread 152.

[0107] Furthermore, in Figure 5, the distance Tce [mm] from the tread profile at the tire equatorial plane CL to the outer surface of the wide cross belt 141 has a relationship of 0.008 ≤ Tce / OD ≤ 0.13 with respect to the tire outer diameter OD [mm], preferably 0.012 ≤ Tce / OD ≤ 0.10, and more preferably 0.015 ≤ Tce / OD ≤ 0.07. Also, the distance Tce [mm] is in the range of 5 ≤ Tce ≤ 25, preferably 7 ≤ Tce ≤ 20. This ensures that the load capacity of the tread portion is properly secured. Specifically, the above lower limit suppresses tire deformation when used under high load, ensuring the wear resistance of the tire. In particular, for small diameter tires, where use under high internal pressure and high load is expected, the above wear resistance is significantly improved. The above upper limit suppresses the deterioration of rolling resistance caused by the increase in the mass of the tread rubber.

[0108] The distance Tce is measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0109] The outer circumferential surface of the belt ply is defined as the radially outer circumferential surface of the entire belt ply, which consists of the belt cord and the coating rubber.

[0110] Furthermore, it is preferable that the distance Tce [mm] from the tread profile at the tire equatorial plane CL to the outer surface of the wide cross belt 141 satisfies the following formula (6) with respect to the tire outer diameter OD [mm]. Here, Fmin = 35 and Fmax = 207, preferably Fmin = 42 and Fmax = 202.

[0111]

number

[0112] Furthermore, the distance Tsh [mm] from the tread profile at the tire contact edge T to the outer surface of the wide cross belt 141 is in the range of 0.60 ≤ Tsh / Tce ≤ 1.70, preferably in the range of 0.80 ≤ Tsh / Tce ≤ 1.60, and more preferably in the range of 1.01 ≤ Tsh / Tce ≤ 1.50, relative to the distance Tce [mm] at the tire equatorial plane CL. The above lower limit ensures a tread gauge in the shoulder region, thereby suppressing repeated deformation of the tire during tire rolling and ensuring the tire's wear resistance. Also, the above upper limit ensures a tread gauge in the center region, thereby suppressing tire deformation during high-load use, which is characteristic of small-diameter tires, and ensuring the tire's wear resistance.

[0113] Distance Tsh is measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state. Furthermore, if there is no wide cross belt directly beneath the tire contact edge T, distance Tsh is measured as the distance from the tread profile to a virtual line extending the outer circumference of the belt ply.

[0114] Furthermore, it is preferable that the distance Tsh [mm] from the tread profile at the tire contact edge T to the outer surface of the wide cross belt 141 satisfies the following formula (7) with respect to the distance Tce [mm] at the tire equatorial plane CL. Here, Gmin = 0.36 and Gmax = 0.72, preferably Gmin = 0.37 and Gmax = 0.71, and more preferably Gmin = 0.38 and Gmax = 0.70.

[0115]

number

[0116] Furthermore, in Figure 5, a section with a width ΔTW of 10% of the tire contact width TW is defined. In this case, the ratio of the maximum value Ta to the minimum value Tb of the rubber gauge of the tread rubber 15 in any section of the tire contact area is in the range of 0% to 40%, preferably in the range of 0% to 20%. With this configuration, the amount of change in the rubber gauge of the tread rubber 15 in any section of the tire contact area (particularly the section including the ends of the belt plies 141 to 144) is set to be small, so the contact pressure distribution in the tire width direction becomes smoother, and the wear resistance performance of the tire is improved.

[0117] The rubber gauge of the tread rubber 15 is defined as the distance from the tread profile to the inner surface of the tread rubber 15 (in Figure 5, the distance from the outer surface of the cap tread 151 to the inner surface of the under tread 152). Therefore, the grooves formed on the tread surface are excluded when measuring the rubber gauge of the tread rubber 15.

[0118] Furthermore, in Figure 5, the rubber gauge UTce of the undertread 152 at the tire equatorial plane CL is in the range of 0.04 ≤ UTce / Tce ≤ 0.60 with respect to the distance Tce at the tire equatorial plane CL, and preferably in the range of 0.06 ≤ UTce / Tce ≤ 0.50. This optimizes the rubber gauge UTce of the undertread 152.

[0119] Furthermore, the distance Tsh at the tire contact end T is in the range of 1.50 ≤ Tsh / Tu ≤ 6.90, preferably in the range of 2.00 ≤ Tsh / Tu ≤ 6.50, with respect to the rubber gauge Tu [mm] from the end of the wide cross belt 141 to the outer surface of the carcass layer 13. This optimizes the profile of the carcass layer 13 and optimizes the tension of the carcass layer 13. Specifically, the lower limit ensures the tension of the carcass layer and the tread gauge in the shoulder region, thereby suppressing repeated deformation of the tire during tire rolling and ensuring the tire's wear resistance. The upper limit ensures the rubber gauge near the end of the belt ply, thereby suppressing separation of the surrounding rubber of the belt ply.

[0120] The rubber gauge Tu is measured as the gauge of the rubber material (sidewall rubber 16 in Figure 5) inserted between the end of the wide cross belt 141 and the carcass layer 13. Specifically, in a cross-sectional view along the tire meridian, a perpendicular line is drawn from the end of the wide cross belt 141 to the outer surface of the carcass layer 13, and the total gauge of the rubber material along this perpendicular line is calculated as the rubber gauge Tu.

[0121] The outer circumferential surface of the carcass layer 13 is defined as the radially outer circumferential surface of the carcass ply, which consists of carcass cords and coating rubber. Furthermore, if the carcass layer 13 has a multilayer structure consisting of multiple carcass ply (not shown), the outer circumferential surface of the outermost carcass ply constitutes the outer circumferential surface of the carcass layer 13. In addition, if the winding portion 132 of the carcass layer 13 (see Figure 1) exists between the end of the wide cross belt 141 and the carcass layer 13 (not shown), the outer circumferential surface of this winding portion 132 constitutes the outer circumferential surface of the carcass layer 13.

[0122] For example, in the configuration shown in Figure 5, the sidewall rubber 16 is inserted between the end of the wide cross belt 141 and the carcass layer 13, forming a rubber gauge Tu between the end of the wide cross belt 141 and the carcass layer 13. However, this is not the only option; for example, a belt cushion may be inserted between the end of the wide cross belt 141 and the carcass layer 13 instead of the sidewall rubber 16 (not shown). Furthermore, the inserted rubber member has a rubber hardness Hs_sp of 46 to 67, a modulus M_sp [MPa] at 100% elongation of 1.0 to 3.5, and a loss tangent tanδ_sp of 0.02 to 0.22, preferably a rubber hardness Hs_sp of 48 to 63, a modulus M_sp [MPa] at 100% elongation of 1.2 to 3.2, and a loss tangent tanδ_sp of 0.04 to 0.20.

[0123] Furthermore, in the configuration shown in Figure 1, the tire 1 has a tread surface comprising a plurality of circumferential main grooves 21-23 (see Figure 5) extending in the circumferential direction of the tire, and land areas (notation omitted in the figure) partitioned by these circumferential main grooves 21-23. The main grooves are defined as grooves that have a wear indicator display requirement as stipulated by JATMA.

[0124] At this time, as shown in Figure 5, the groove depth Gd1 [mm] of the circumferential main groove 21 closest to the tire equatorial plane CL among the multiple circumferential main grooves 21 to 23 is in the range of 0.50 ≤ Gd1 / Gce ≤ 1.00 with respect to the rubber gauge Gce [mm] of the tread rubber 15, preferably in the range of 0.55 ≤ Gd1 / Gce ≤ 0.98. This ensures the wear resistance performance of the tire. Specifically, the lower limit distributes the contact pressure in the center area of ​​the tread, improving the tire's wear life. The upper limit ensures the rigidity of the ground portion, and also ensures the rubber gauge from the groove bottom of the circumferential main groove 21 to the belt layer.

[0125] The circumferential main groove closest to the tire's equatorial plane CL is defined as the circumferential main groove 21 (see Figure 5) located on the tire's equatorial plane CL. If there is no circumferential main groove on the tire's equatorial plane CL (not shown), it is defined as the circumferential main groove closest to the tire's equatorial plane CL.

[0126] Furthermore, it is preferable that the above-mentioned ratio Gd1 / Gce satisfies the following formula (8) with respect to the tire outer diameter OD [mm]. Here, Hmin = 0.10 and Hmax = 0.60, preferably Hmin = 0.12 and Hmax = 0.50, and more preferably Hmin = 0.14 and Hmax = 0.40.

[0127]

number

[0128] Furthermore, the groove depth Gd1 [mm] of the circumferential main groove 21 closest to the tire equatorial plane CL among the multiple circumferential main grooves 21 to 23 is greater than or equal to the groove depths Gd2 [mm] and Gd3 [mm] of the other circumferential main grooves 22 and 23 (Gd2 ≤ Gd1, Gd3 ≤ Gd1). Specifically, when the region from the tire equatorial plane CL to the tire contact edge T is divided into two equal parts in the tire width direction, the groove depth Gd1 of the circumferential main groove closest to the tire equatorial plane CL (notation omitted in the figure) is in the range of 1.00 times or more and 2.50 times or less the maximum value of the groove depths Gd2 and Gd3 of the other circumferential main grooves (notation omitted in the figure) in the region on the tire contact edge T side, preferably in the range of 1.01 times or more and 2.00 times or less, and more preferably in the range of 1.05 times or more and 1.80 times or less. The above lower limit distributes the contact pressure in the center region of the tread, improving the wear resistance performance of the tire. The above upper limit suppresses uneven wear caused by an excessive difference in contact pressure between the center and shoulder areas of the tread.

[0129] [Side Profile and Side Gauge] Figure 6 is an enlarged view showing the sidefall and bead portions of tire 1 as described in Figure 1. Figure 7 is an enlarged view showing the sidewall portion as described in Figure 6.

[0130] In Figure 6, we define point Au on the side profile, which is at the same position in the tire radial direction relative to the end of the innermost layer of the belt layer 14 (in Figure 6, the inner diameter cross belt 141), and point Al on the side profile, which is at the same position in the tire radial direction relative to the radially outer end of the bead core 11. We also define the tire radial distance Hu from the tire maximum width position Ac to point Au, and the tire radial distance Hl from the tire maximum width position Ac to point Al. Furthermore, we define point Au' on the side profile, which is at a radial position 70% of the distance Hu from the tire maximum width position Ac, and point Al' on the side profile, which is at a radial position 70% of the distance Hl from the tire maximum width position Ac.

[0131] At this time, the sum of distance Hu[mm] and distance Hl[mm] is in the range of 0.45≦(Hu+Hl) / SH≦0.90 with respect to the tire cross-sectional height SH[mm] (see Figure 2), preferably in the range of 0.50≦(Hu+Hl) / SH≦0.85. This optimizes the radial distance from the belt layer 14 to the bead core 11. Specifically, the above lower limit ensures a deformable area of ​​the tire sidewall, suppressing failures of the tire sidewall (for example, separation of the rubber material at the radially outer end of the bead filler 12). The above upper limit reduces the amount of deflection of the tire sidewall during tire rolling, thereby reducing the tire's rolling resistance.

[0132] Distances Hu and Hl are measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0133] Furthermore, it is preferable that the sum of distances Hu[mm] and Hl[mm] satisfies the following formula (9) with respect to the tire outer diameter OD (Figure 1), tire section height SH[mm] (see Figure 2), and the radius of curvature RSc[mm] of the arc passing through the tire maximum width position Ac, point Au', and point Al'. Here, I1min=0.06, I1max=0.20, and I2=0.70, and preferably I1min=0.09, I1max=0.20, and I2=0.65.

[0134]

number

[0135] The radius of curvature RSc of the arc is measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0136] Furthermore, the distances Hu[mm] and Hl[mm] have a relationship of 0.30≦Hu / (Hu+Hl)≦0.70, preferably 0.35≦Hu / (Hu+Hl)≦0.65. This optimizes the position of the tire's maximum width position Ac in the deformable region of the tire sidewall. Specifically, the lower limit alleviates stress concentration near the end of the belt ply caused by the tire's maximum width position Ac being too close to the end of the belt layer 14, thereby suppressing separation of the surrounding rubber. The upper limit alleviates stress concentration near the bead portion caused by the tire's maximum width position Ac being too close to the end of the bead core 11, thereby suppressing failure of the bead portion reinforcing member (bead filler 12 in Figure 6).

[0137] Furthermore, the radius of curvature RSc [mm] of the arc passing through the tire's maximum width position Ac, point Au', and point Al' is in the range of 0.05 ≤ RSc / OD ≤ 1.70 with respect to the tire's outer diameter OD [mm], preferably in the range of 0.10 ≤ RSc / OD ≤ 1.60. Also, the radius of curvature RSc [mm] of the arc is in the range of 25 ≤ RSc ≤ 330, preferably in the range of 30 ≤ RSc ≤ 300. This optimizes the radius of curvature of the side profile and ensures the proper load capacity of the tire sidewall. Specifically, the lower limit reduces the amount of deflection of the tire sidewall during tire rolling, thereby reducing the tire's rolling resistance. The upper limit alleviates stress concentration caused by the flattening of the tire sidewall, improving the tire's durability. In particular, with small-diameter tires, the high internal pressure and high load conditions described above tend to cause significant stress on the tire sidewall, so there is also the issue of ensuring the tire's resistance to sidewall cuts. In this regard, the lower limit ensures the radius of curvature of the side profile and optimizes the carcass tension, thereby suppressing tire deformation and preventing tire side cuts. Furthermore, the upper limit suppresses tire side cuts caused by excessive tension in the carcass layer 13.

[0138] Furthermore, the radius of curvature RSc [mm] of the arc is in the range of 0.50 ≤ RSc / SH ≤ 0.99 with respect to the tire cross-sectional height SH [mm], and preferably in the range of 0.55 ≤ RSc / SH ≤ 0.97.

[0139] Furthermore, it is preferable that the radius of curvature RSc [mm] of the arc satisfies the following formula (10) with respect to the tire outer diameter OD [mm] and rim diameter RD [mm]. Here, Jmin = 15 and Jmax = 360, preferably Jmin = 20 and Jmax = 330, and more preferably Jmin = 25 and Jmax = 300.

[0140]

number

[0141] Furthermore, in Figure 6, point Bc is defined on the main body portion 131 of the carcass layer 13 at the same position in the radial direction of the tire relative to the tire's maximum width position Ac. Also, point Bu' is defined on the main body portion 131 of the carcass layer 13 at a radial position of 70% of the distance Hu described above from the tire's maximum width position Ac. Also, point Bl' is defined on the main body portion 131 of the carcass layer 13 at a radial position of 70% of the distance Hl described above from the tire's maximum width position Ac.

[0142] At this time, the radius of curvature RSc [mm] of the arc passing through the tire's maximum width position Ac, point Au', and point Al' is in the range of 1.10 ≤ RSc / RCc ≤ 4.00, preferably in the range of 1.50 ≤ RSc / RCc ≤ 3.50, with respect to the radius of curvature RCc [mm] of the arc passing through point Bc, point Bu', and point Bl'. Also, the radius of curvature RCc [mm] of the arc passing through point Bc, point Bu', and point Bl' is in the range of 5 ≤ RCc ≤ 300, preferably in the range of 10 ≤ RCc ≤ 270. This optimizes the relationship between the radius of curvature RSc of the tire's side profile and the radius of curvature RCc of the carcass layer 13's side profile. Specifically, the lower limit ensures the radius of curvature RCc of the carcass profile, the internal volume V of the tire (described later) is ensured, and the load capacity of the tire is ensured. The upper limit ensures the total gauges Gu and Gl of the tire side (described later) are ensured, and the load capacity of the tire side is ensured.

[0143] Furthermore, it is preferable that the radius of curvature RSc [mm] of the side profile described above satisfies the following formula (11) with respect to the radius of curvature RCc [mm] of the carcass profile and the tire outer diameter OD [mm]. Here, Kmin = 1 and Kmax = 130, preferably Kmin = 2 and Kmax = 100, and more preferably Kmin = 3 and Kmax = 70.

[0144]

number

[0145] Furthermore, in Figure 6, the total gauge Gu [mm] of the tire sidewall at point Au is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm], preferably in the range of 0.015 ≤ Gu / OD ≤ 0.050. This optimizes the total gauge Gu in the radially outer region of the tire sidewall. Specifically, the lower limit ensures the total gauge Gu in the radially outer region of the tire sidewall, suppressing tire deformation during high-load use and ensuring the tire's durability. This reduction in tire rolling resistance is particularly noticeable in small-diameter tires, which are expected to be used under high internal pressure and high loads. The upper limit suppresses the deterioration of tire rolling resistance caused by an excessively large total gauge Gu.

[0146] The total gauge of the tire sidewall is measured as the distance from the sidewall to the inner surface of the tire, along a perpendicular line drawn from a predetermined point on the sidewall to the main body portion 131 of the carcass layer 13.

[0147] Furthermore, in Figure 6, the total gauge Gu [mm] at point Au is in the range of 1.30 ≤ Gu / Gc ≤ 5.00, preferably in the range of 1.50 ≤ Gu / Gc ≤ 4.00, relative to the total gauge Gc [mm] of the tire sidewall at the tire's maximum width position Ac. This optimizes the gauge distribution of the tire sidewall from the tire's maximum width position Ac to the innermost layer of the belt layer 14. Specifically, the lower limit ensures a sufficient total gauge Gu in the radially outer region, suppressing tire deformation during high-load use and ensuring the tire's durability. The upper limit prevents the deterioration of the tire's rolling resistance caused by an excessively large total gauge Gu.

[0148] Furthermore, it is preferable that the total gauge Gu [mm] at point Au satisfies the following formula (12) with respect to the total gauge Gc [mm] at the tire's maximum width position Ac and the tire's outer diameter OD [mm]. Here, Lmin = 0.10 and Lmax = 0.70, preferably Lmin = 0.14 and Lmax = 0.70, and more preferably Lmin = 0.19 and Lmax = 0.70.

[0149]

number

[0150] Furthermore, in Figure 6, the total gauge Gc [mm] of the tire sidewall at the tire's maximum width position Ac has a relationship of 0.003 ≤ Gc / OD ≤ 0.060 with respect to the tire's outer diameter OD [mm], preferably 0.004 ≤ Gc / OD ≤ 0.050. The lower limit ensures that the total gauge Gc at the tire's maximum width position Ac is sufficient, thereby ensuring the tire's load capacity. The upper limit ensures that the rolling resistance of the tire is reduced by thinning the total gauge Gc at the tire's maximum width position Ac.

[0151] Furthermore, it is preferable that the total gauge Gc [mm] at the tire's maximum width position Ac satisfies the following formula (13) with respect to the tire's outer diameter OD [mm]. Here, Mmin = 70 and Mmax = 450, preferably Mmin = 80 and Mmax = 400.

[0152]

number

[0153] Furthermore, it is preferable that the total gauge Gc [mm] at the tire's maximum width position Ac satisfies the following formula (14) with respect to the tire's outer diameter OD [mm] and total tire width SW [mm]. Here, Nmin = 0.20 and Nmax = 15, preferably Nmin = 0.40 and Nmax = 15, and more preferably Nmin = 0.60 and Nmax = 12.

[0154]

number

[0155] Furthermore, it is preferable that the total gauge Gc [mm] at the tire's maximum width position Ac satisfies the following formula (15) with respect to the radius of curvature RSc [mm] of the arc passing through the tire's maximum width position Ac, point Au', and point Al'. Here, Omin = 13 and Omax = 260, preferably Omin = 20 and Omax = 200.

[0156]

number

[0157] Furthermore, in Figure 6, the total gauge Gl [mm] of the tire sidewall at point Al is in the range of 0.010 ≤ Gl / OD ≤ 0.150 with respect to the tire outer diameter OD, preferably in the range of 0.015 ≤ Gl / OD ≤ 0.100. This optimizes the total gauge Gl in the radially inner region of the tire sidewall. Specifically, the lower limit ensures the total gauge Gl in the radially inner region of the tire sidewall, suppressing tire deformation during high-load use and ensuring the tire's durability. This reduction in tire rolling resistance is particularly noticeable in small-diameter tires, which are expected to be used under high internal pressure and high loads. The upper limit suppresses the deterioration of tire rolling resistance caused by an excessively large total gauge Gl.

[0158] Furthermore, in Figure 6, the ratio Gl / Gc between the total gauge Gl [mm] of the tire sidewall at point Al and the total gauge Gc [mm] of the tire sidewall at the tire's maximum width position Ac is in the range of 1.00 ≤ Gl / Gc ≤ 7.00, and preferably in the range of 1.50 ≤ Gl / Gc ≤ 4.00. This optimizes the gauge distribution of the tire sidewall from the tire's maximum width position Ac to the bead core 11. Specifically, the lower limit ensures a sufficient total gauge Gl in the radially inner region, suppressing tire deformation during high-load use and ensuring the tire's durability. The upper limit prevents the deterioration of the tire's rolling resistance caused by an excessively large total gauge Gl.

[0159] Furthermore, it is preferable that the total gauge Gl [mm] of the tire side portion at point Al satisfies the following formula (16) with respect to the total gauge Gc [mm] at the tire maximum width position Ac and the tire outer diameter OD [mm]. Here, Pmin = 0.12 and Pmax = 1.00, preferably Pmin = 0.15 and Pmax = 1.00, and more preferably Pmin = 0.18 and Pmax = 1.00.

[0160]

number

[0161] Furthermore, in Figure 6, the total gauge Gl [mm] at point Al is in the range of 0.50 ≤ Gl / Gu ≤ 5.00, and preferably in the range of 1.00 ≤ Gl / Gu ≤ 3.00, relative to the total gauge Gu [mm] at point Au. This optimizes the ratio of the total gauge Gl in the radially outer region of the tire sidewall to the total gauge Gu in the radially inner region.

[0162] Further, it is preferable that the total gauge Gl [mm] at the above-mentioned point Al satisfies the following mathematical formula (17) with respect to the total gauge Gu [mm] at the above-mentioned point Au and the tire outer diameter OD [mm]. Here, Qmin = 0.09, Qmax = 0.80, preferably Qmin = 0.10, Qmax = 0.70, and more preferably Qmin = 0.11, Qmax = 0.50.

[0163]

Number

[0164] Also, in FIG. 6, the average rubber hardness Hsc at the measurement position of the total gauge Gc, the average rubber hardness Hsu at the measurement position of the total gauge Gu, and the average rubber hardness Hsl at the measurement point position of the total gauge Gl have the relationship of Hsc ≦ Hsu < Hsl, preferably having the relationships of 1 ≦ Hsu - Hsc ≦ 18 and 2 ≦ Hsl - Hsu ≦ 27, and more preferably having the relationships of 2 ≦ Hsu - Hsc ≦ 15 and 5 ≦ Hsl - Hsu ≦ 23. Thereby, the relationship of the rubber hardness of the tire side portion is optimized.

[0165] The average rubber hardnesses Hsc, Hsu, and Hsl are calculated as the sum of the values obtained by dividing the product of the cross-sectional length and the rubber hardness of each rubber member at the respective measurement points of the total gauge Gc [mm] at the tire maximum width position Ac, the total gauge Gu at the point Au, and the total gauge Gl at the point Al by the total gauge.

[0166] Furthermore, in Figure 7, the distance ΔAu' [mm] in the tire width direction from the tire's maximum width position Ac to point Au' is in the range of 0.03 ≤ ΔAu' / (Hu × 0.70) ≤ 0.25 relative to 70% of the distance Hu [mm] from the tire's maximum width position Ac, preferably in the range of 0.07 ≤ ΔAu' / (Hu × 0.70) ≤ 0.23. This optimizes the curvature of the side profile in the radially outer region. Specifically, the lower limit reduces stress concentration caused by the flattening of the tire sidewall, improving the tire's durability. The upper limit reduces the amount of deflection of the tire sidewall during tire rolling, reducing the tire's rolling resistance. In particular, with small-diameter tires, large stresses tend to act on the tire sidewall due to the high internal pressure and high load conditions described above, so there is also the issue of ensuring the tire's resistance to sidewall cuts. In this regard, the lower limit ensures the radius of curvature of the side profile and optimizes the carcass tension, thereby suppressing tire deformation and preventing tire side cuts. Furthermore, the upper limit suppresses tire side cuts caused by excessive tension in the carcass layer 13.

[0167] Furthermore, the distance ΔAl'[mm] in the tire width direction from the tire's maximum width position Ac to point Al' is in the range of 0.03≦ΔAl' / (Hl×0.70)≦0.28 relative to 70% of the distance Hl[mm] from the tire's maximum width position Ac, and preferably in the range of 0.07≦ΔAl' / (Hl×0.70)≦0.20. This optimizes the curvature of the side profile in the radially inner region. Specifically, the above lower limit alleviates stress concentration caused by the flattening of the tire sidewall, improving the tire's durability. Especially in small-diameter tires, the bead core 11 is reinforced as described above, effectively suppressing stress concentration near the bead core 11. The above upper limit reduces the amount of deflection of the tire sidewall during tire rolling, reducing the tire's rolling resistance.

[0168] The distances ΔAu' and ΔAl' are measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0169] Furthermore, it is preferable that the distance ΔAu' [mm] in the tire width direction from the tire maximum width position Ac to point Au' satisfies the following formula (18) with respect to the radius of curvature RSc [mm] of the arc passing through the tire maximum width position Ac, point Au', and point Al' described above. Here, Rmin = 0.05 and Rmax = 5.00, preferably Rmin = 0.10 and Rmax = 4.50.

[0170]

number

[0171] Furthermore, in Figure 7, the distance ΔBu' [mm] in the tire width direction from point Bc to point Bu' is in the range of 1.00 ≤ ΔBu' / ΔAu' ≤ 7.00, preferably in the range of 1.10 ≤ ΔBu' / ΔAu' ≤ 6.00, with respect to the distance ΔAu' [mm] in the tire width direction from the tire's maximum width position to point Au'. This optimizes the relationship between the curvature of the side profile and the curvature of the carcass profile in the radially outer region. Specifically, the lower limit ensures the cut resistance of the tire side. The upper limit ensures the tension of the carcass layer 13, ensuring the rigidity of the tire side, and thus ensuring the tire's load capacity and durability.

[0172] Furthermore, in Figure 7, the distance ΔBl'[mm] in the tire width direction from point Bc to point Bl' is in the range of 2.00≦ΔBl' / ΔAl'≦11.0 with respect to the distance ΔAl'[mm] in the tire width direction from the tire's maximum width position Ac to point Al', preferably in the range of 1.90≦ΔBl' / ΔAl'≦9.50. This optimizes the relationship between the curvature of the side profile and the curvature of the carcass profile in the radially inner region. Specifically, the lower limit ensures the total gauge Gl of the tire side, thereby ensuring the load capacity of the tire side. The upper limit ensures the tension of the carcass layer 13, ensuring the rigidity of the tire side, thereby ensuring the load capacity and durability of the tire.

[0173] The distances ΔBu' and ΔBl' are measured with the tire mounted on a specified rim, under specified internal pressure, and in an unloaded state.

[0174] Furthermore, it is preferable that the distance ΔBu' [mm] in the tire width direction from point Bc to point Bu' satisfies the following formula (19) with respect to the radius of curvature RCc [mm] of the arc passing through points Bc, Bu', and Bl' as described above. Here, Smin = 0.40 and Smax = 7.0, preferably Smin = 0.50 and Smax = 6.0.

[0175]

number

[0176] Furthermore, in Figure 7, the rubber gauge Gcr [mm] of the sidewall rubber 16 at the tire's maximum width position Ac is in the range of 0.35 ≤ Gcr / Gc ≤ 0.90 relative to the total gauge Gc [mm] at the tire's maximum width position Ac described above. Also, the rubber gauge Gcr [mm] of the sidewall rubber 16 is in the range of 1.5 ≤ Gcr, preferably in the range of 2.0 ≤ Gcr. The above lower limit ensures that the rubber gauge Gcr [mm] of the sidewall rubber 16 is maintained, thereby ensuring the load capacity of the sidewall.

[0177] Furthermore, it is preferable that the rubber gauge Gcr [mm] of the sidewall rubber 16 at the tire's maximum width position Ac satisfies the following formula (20) with respect to the total gauge Gc [mm] and tire outer diameter OD [mm] at the tire's maximum width position Ac described above. Here, Tmin = 80 and Tmax = 0.90, preferably Tmin = 120 and Tmax = 0.90.

[0178]

number

[0179] Furthermore, in Figure 7, the rubber gauge Gin [mm] (not shown) of the inner liner 18 at the tire's maximum width position Ac is in the range of 0.03 ≤ Gin / Gc ≤ 0.50, preferably in the range of 0.05 ≤ Gin / Gc ≤ 0.40, relative to the total gauge Gc [mm] at the tire's maximum width position Ac. This ensures that the inner surface of the carcass layer 13 is properly protected.

[0180] [Carcass ply and belt ply] Figure 8 is an explanatory diagram showing the layered structure of the tire carcass and belt layers described in Figure 1. The figure shows an enlarged view of the tire in a cross-sectional view along the meridian.

[0181] In the configuration shown in Figure 1, as shown in Figure 8, the carcass layer 13 consists of a single-layer carcass ply 13A made by covering carcass cord 13cc with coating rubber 13cr, and the belt layer 14 consists of a pair of cross belts 141 and 142 made by laminating belt cord 14bc with coating rubber 14cr. In addition, the inner liner 18 is arranged to cover the inner circumferential surface of the carcass layer 13. However, the configuration is not limited to the above, and the carcass layer 13 may also be made by laminating two layers of carcass ply (see Figure 9, which will be described later).

[0182] Furthermore, in Figure 8, the distance TL [mm] from the center of the outer diameter of the carcass cord 13cc of the carcass ply 13A (in a configuration where the carcass layer 13 is made up of two layers of carcass ply laminated (not shown), the innermost carcass ply) in the region between points B2, B2 in Figure 4, is in the range of 0.00005 ≤ TL / OD ≤ 0.01000 with respect to the tire outer diameter OD [mm] (see Figure 1), preferably in the range of 0.00008 ≤ TL / OD ≤ 0.00900. Also, the distance TL [mm] is in the range of 0.00050 ≤ TL / SW ≤ 0.02500 with respect to the total tire width SW [mm] (see Figure 1), preferably in the range of 0.00060 ≤ TL / SW ≤ 0.02300. The above lower limit properly suppresses air leakage, and the above upper limit suppresses the increase in tire weight. Furthermore, it is preferable that the minimum value of the distance TL [mm], TL_min, is 0.10 ≤ TL_min. Also, in the region between points B2 and B2 in Figure 4, the minimum value TL_min and the maximum value TL_max of the distance TL [mm] have the relationship 0.30 ≤ TL_min / TL_max ≤ 1.00, and preferably 0.40 ≤ TL_min / TL_max ≤ 1.00. This ensures that the distance TL from the carcass cord 13cc to the inner surface of the tire is uniformly set in the above region.

[0183] The distance TL [mm] is defined at any measurement point in the region between the two points B2, B2 (see Figure 4) mentioned above.

[0184] Furthermore, the distance TL [mm] is within the range of 1 / 350000 ≤ TL / (SW × (OD - RD)) ≤ 1 / 3760 relative to the total tire width SW [mm], tire outer diameter OD [mm], and rim diameter RD [mm] (see Figure 1).

[0185] Furthermore, in Figure 8, the distance TCSU [mm] from the center of the carcass cord 13cc of the carcass ply 13A (in a configuration where the carcass layer 13 is made up of two layers of carcass plies stacked together (not shown), the innermost carcass ply) to the outer surface of the innermost carcass ply 13A at any point in the region between points B2, B2 in Figure 4 is in the range of 0.09 ≤ TCSU / TL ≤ 4.50, and preferably in the range of 0.10 ≤ TCSU / TL ≤ 4.00, relative to the distance TL [mm] from the center of the carcass cord 13cc of the innermost carcass ply 13A to the inner surface of the tire. The above lower limit properly suppresses air leakage, and the above upper limit suppresses the increase in tire weight.

[0186] Furthermore, in Figure 8, the modulus MC [MPa] of the coated rubber 13cr of the carcass ply 13A when stretched to 100% is in the range MIL ≤ MC ≤ MB with respect to the modulus MIL [MPa] of the inner liner 18 when stretched to 100% and the modulus MB [MPa] of the coated rubber 14cr of the innermost belt ply 141 of the belt layer 14 when stretched to 100%. Also, the ratio MC / MIL is in the range of 1.00 ≤ MC / MIL ≤ 5.00, preferably in the range of 1.10 ≤ MC / MIL ≤ 4.50. Also, the ratio MB / MC is in the range of 1.00 ≤ MB / MC ≤ 2.40, preferably in the range of 1.00 ≤ MB / MC ≤ 2.20. Furthermore, the modulus MC [MPa] of the coated rubber 13cr of the carcass ply 13A is in the range of 1.5 ≤ MC ≤ 12.0, preferably in the range of 2.0 ≤ MC ≤ 10.0. This ensures that air leaks are properly suppressed and that the tire's durability is maintained.

[0187] Furthermore, in Figure 8, the product of the thickness TC [mm] of the carcass ply 13A and the loss tangent tanδ of the coating rubber 13cr of the carcass ply 13A at 60 [℃] is in the range of 0.05 ≤ TC × tanδ ≤ 0.55, and preferably in the range of 0.07 ≤ TC × tanδ ≤ 0.50. This ensures that heat generation in the carcass layer 13 is properly suppressed and the durability of the tire is ensured.

[0188] Figure 9 is an explanatory diagram showing a modified example of the laminated structure of the carcass layer 13 and belt layer 14 described in Figure 8.

[0189] In the configuration shown in Figure 8, the carcass layer 13 is composed of a single layer of carcass ply 13A, as described above. For example, it is conceivable that the carcass cord 13cc of the carcass ply 13A is made of inorganic fibers, particularly steel cords.

[0190] However, the structure is not limited to this, and as shown in Figure 9, the carcass layer 13 may have a structure in which two carcass prismatic layers 13A and 13B are laminated together. For example, it is conceivable that the carcass cords 13cc of the carcass prismatic layers 13A and 13B are made of organic fiber material. In such a configuration, it is preferable that the peeling force Hpp [N / 25mm] per 25 [mm] width between the outermost carcass ply 13B of the carcass layer 13 and the innermost belt ply (inner diameter cross belt 141 in Figure 9) of the belt layer 14 is in the range of 90 ≤ Hpp / TCB ≤ 300 and 100 ≤ Hpp / TCB ≤ 250 with respect to the distance TCB [mm] from the center of the outer diameter of the carcass cord 13cc of the carcass ply 13B to the center of the outer diameter of the belt cord 14bc of the belt ply 141. Furthermore, the peeling force Hpp [N / 25mm] is in the range of 1.50 ≤ Hpp / Ecs ≤ 15.0, and preferably in the range of 1.80 ≤ Hpp / Ecs ≤ 10.0, relative to the number of carcass cords Ecs [cords / 50mm] per 13cc of carcass ply. This ensures the durability of the tire.

[0191] The peeling force Hpp [N / 25mm] is calculated using a test sample that has a long rectangular shape in the direction of the carcass cord's extension, a width of 25 [mm], and a length of 100 [mm] or more (preferably 150 [mm] or more, including a test grip allowance of approximately 50 [mm]). The Hpp is calculated as the average of the maximum and minimum peak values ​​of the analyzed wavy curve. It is also preferable that the number of test samples be two or more.

[0192] Figure 10 is an explanatory diagram showing a modified example of the laminated structure of the carcass layer 13 and belt layer 14 described in Figure 8.

[0193] In the configuration shown in Figure 1, as described above, the belt layer 14 consists of a pair of cross belts 141 and 142, a belt cover 143, and a pair of belt edge covers 144 and 144. Also, as shown in Figure 8, the pair of cross belts 141 and 142 are laminated adjacent to the outer surface of the carcass layer 13.

[0194] In contrast, in the configuration shown in Figure 10, the belt layer 14 has an additional belt 145, which is a third crossing belt. The additional belt 145 is laminated on the outer circumference of the pair of crossing belts 141 and 142.

[0195] Furthermore, in Figure 10, the distance between cords Hb of adjacent belt plies among the pair of cross belts 141, 142 and the additional belt 145 is defined (in Figure 10, the distance between cords Hb1 of the pair of cross belts 141 and 142, and the distance between cords Hb2 of the outer diameter cross belt 142 and the additional belt 145). At this time, the distance between cords Hb_sh (not shown) at the ends of at least one pair of belt plies is in the range of 1.05 ≤ Hb_sh / Hb_ce ≤ 2.00 with respect to the distance between cords Hb_ce (not shown) at the tire equatorial plane CL, preferably in the range of 1.50 ≤ Hb_sh / Hb_ce ≤ 1.80. Therefore, it is preferable that the distance between cords Hb is set to be large in the center region of the tread. The above lower limit effectively suppresses the growth of the tire outer diameter by the belt layer 14, and the above upper limit ensures the durability of the belt layer. The above configuration can be achieved, for example, by thickening the gauge of the belt ply's coating rubber in the center region of the tread, or by inserting an additional rubber sheet between adjacent belt plies (not shown).

[0196] [Outer region in the radial direction of the tire] Figure 11 is an enlarged view showing the radially outer region of the tire as described in Figure 6.

[0197] In Figure 11, a point An is defined on the side profile at a radial position 35% of the distance Hu described above from the tire's maximum width position Ac. Point An corresponds to the midpoint between the tire's maximum width position Ac in the radial direction and the point Au' on the side profile described above.

[0198] At this time, when the tire is mounted on a specified rim and subjected to a specified internal pressure, and under no-load conditions, the radius of curvature RP [mm] of the arc passing through the tire's maximum width position Ac, point Au', and point Am is in the range of 0.20 ≤ RP / SH ≤ 1.80, and preferably in the range of 0.70 ≤ RP / SH ≤ 1.60, with respect to the tire's cross-sectional height SH [mm] (see Figure 2). Furthermore, the radius of curvature RP [mm] of the arc under the above no-load conditions is in the range of 30 ≤ RP ≤ 250, and preferably in the range of 50 ≤ RP ≤ 200.

[0199] For example, in the configuration shown in Figure 11, the side profile has a gentle S-shape with a single inflection point (not shown) in the region from the tire's maximum width position Ac to point Au near the end of the innermost layer 141 of the belt layer 14 (the region of distance Hu described above). From this inflection point, the shape is convex outward from the tire in the region on the tire's maximum width position Ac side, and convex inward from the tire in the region on the buttress side. Furthermore, the inflection point of the S-shape is near point Au', which is located radially at 70% of the distance Hu. As a result, the side profile has a roughly arc shape that is convex outward from the tire in the region from the tire's maximum width position Ac to point Au'. Therefore, the arc that defines the radius of curvature RP [mm] described above has a shape that is convex outward from the tire.

[0200] In the above configuration, the radius of curvature RP of the side profile in the radially outer region of the tire, from the tire sidewall to the buttress, is optimized, achieving a balance between tire contact performance and durability, and ensuring the tire's load capacity is properly maintained. Specifically, the above lower limit of the RP / SH ratio reduces the amount of deflection in the radially outer region of the tire during tire rolling, preventing the contact length of the tread shoulder region from becoming excessively long. This optimizes the tire's contact shape, ensuring tire contact performance (especially noise performance). Furthermore, the above upper limit of the RP / SH ratio alleviates stress concentration caused by the flattening of the radially outer region of the tire, improving the tire's durability. Small-diameter tires, in particular, are used under high loads as described above, resulting in a longer contact length in the tread shoulder region and a tendency for large stresses to act on the tire sidewall. Therefore, adopting the above configuration for small-diameter tires significantly improves both the tire's contact performance and durability.

[0201] Furthermore, in Figure 11, the radius of curvature RP [mm] of the arc is in the range of 60 ≤ RP / (SH / DW) ≤ 290 with respect to the tire section width DW [mm] and tire section height SH [mm], preferably in the range of 150 ≤ RP / (SH / DW) ≤ 250. This optimizes the radius of curvature RP of the arc with respect to the aspect ratio SH / DW of tire 1. Specifically, the lower limit reduces the amount of deflection in the radially outer region of the tire during tire rolling, ensuring the tire's contact performance. The upper limit alleviates stress concentration in the radially outer region of the tire, improving the tire's durability.

[0202] Furthermore, in Figure 11, the radius of curvature RP' [mm] (dimension symbols omitted in the figure) of the arc is defined when the tire is mounted on a specified rim, a specified internal pressure is applied, and a load of 100% of the specified load is applied. That is, the tire's maximum width position Ac, point Au', and point An are defined in the unloaded state described above, and then the radius of curvature RP' [mm] of the arc passing through the three points Ac, Au', and An (not shown) that are displaced by the application of 100% of the specified load is defined. At this time, the radius of curvature RP' [mm] of the arc in the unloaded state described above is in the range of 1.10 ≤ RP / RP' ≤ 2.80, preferably in the range of 1.15 ≤ RP / RP' ≤ 2.60, with respect to the radius of curvature RP' [mm] of the arc when 100% of the specified load is applied. This optimizes the radius of curvature RP' when 100% load is applied. Specifically, the lower limit ensures sufficient deflection in the radially outer region of the tire when a load is applied, i.e., when the load increases, thereby mitigating stress concentration in the radially outer region of the tire. The upper limit reduces the amount of deflection in the radially outer region of the tire when the tire is rolling, thereby ensuring the tire's contact performance.

[0203] Furthermore, in Figure 11, the radius of curvature RP''[mm] (dimension symbols omitted in the figure) of the arc is defined when the tire is mounted on a specified rim, a specified internal pressure is applied, and a load of 150[%] of the specified load is applied. That is, the radius of curvature RP''[mm] of the arc passing through the three points Ac, Au', and An (not shown) that are displaced by the application of a load of 150[%] of the specified load is defined. At this time, the radius of curvature RP'[mm] of the arc when a load of 100[%] is applied is in the range of 1.01≦RP' / RP''≦1.50, and preferably in the range of 1.05≦RP' / RP''≦1.30, with respect to the radius of curvature RP''[mm] of the arc when a load of 150[%] of the specified load is applied. This optimizes the radius of curvature RP'' when a 150[%] load is applied, i.e., under high load conditions. Specifically, the lower limit ensures sufficient deflection in the radially outer region of the tire during high-load use, thereby mitigating stress concentration in that region. The upper limit reduces the amount of deflection in the radially outer region of the tire during rolling, i.e., the amount of repeated deformation, thereby ensuring the tire's contact performance.

[0204] Furthermore, as described above, the belt layer 14 comprises a pair of cross belts 141 and 142 having code angles of opposite signs (see Figure 3). The code angles Bθ (Bθ1, Bθ2) of the pair of cross belts 141 and 142 are in the range of 15 [deg] to 55 [deg] in absolute value, preferably in the range of 15 [deg] to 35 [deg]. At this time, the code angles Bθ [deg] of each of the pair of cross belts 141 and 142 are in the range of 1000 ≤ Bθ × RP ≤ 7700 with respect to the radius of curvature RP [mm] of the arc of the outer region of the tire radially described above, preferably in the range of 1200 ≤ Bθ × RP ≤ 7500. This optimizes the product Bθ × RP. Specifically, the lower limit of the product Bθ × RP prevents the contact length of the tread shoulder region from becoming excessively long, and ensures the tire's contact performance (especially noise performance). The upper limit of the product Bθ × RP ensures the binding effect of the cross belts 141 and 142, and also reduces stress concentration in the radially outer region of the tire, thereby improving the tire's durability.

[0205] Figure 12 is an explanatory diagram showing the laminated structure of the carcass layer 13 and inner liner 18 in the radially outer region of the tire as described in Figure 11.

[0206] In Figure 11, point Iu is defined as the foot of the perpendicular from point Au on the side profile, which is at the same position in the tire radial direction relative to the end of the innermost layer 141 of the belt layer 14, down to the carcass layer 13. Also, point Ic is defined as the foot of the perpendicular from the tire's maximum width position Ac down to the carcass layer 13. As shown in Figure 11, points Iu and Ic coincide with the measurement positions of the total gauges Gu and Gc described above.

[0207] In Figure 12, as described above, the carcass layer 13 is formed by covering the carcass cord 13cc with coating rubber 13cr. In the configuration of Figure 12, the carcass layer 13 consists of a single layer of carcass ply 13A. However, it is not limited to this, and the carcass layer 13 may be composed of multiple layers of carcass ply (see Figure 9).

[0208] In this case, the distance TLu [mm] (see Figure 12) from the center of the carcass cord 13cc of the innermost layer 13A of the carcass ply 13A (in a configuration where the carcass layer 13 is made up of two layers of carcass ply laminated (not shown), the innermost layer of the carcass ply) to the inner surface of the tire in the region from point Iu to point Ic in Figure 11 is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the tire outer diameter OD [mm] (see Figure 1), preferably in the range of 0.00015 ≤ TLu / OD ≤ 0.01200. Specifically, for example, in a configuration where the inner liner 18 is made up of a rubber composition mainly composed of butyl rubber, the ratio TLu / OD is in the range of 0.00090 ≤ TLu / OD ≤ 0.01500, preferably in the range of 0.00100 ≤ TLu / OD ≤ 0.01200. Furthermore, in a configuration where the inner liner 18 is made of a thermoplastic resin or a thermoplastic elastomer composition obtained by blending an elastomer component into a thermoplastic resin, the ratio TLu / OD is in the range of 0.00010 ≤ TLu / OD ≤ 0.00200, and preferably in the range of 0.00015 ≤ TLu / OD ≤ 0.00100.

[0209] In the above configuration, the distance TLu from the carcass layer 13 to the inner surface of the tire in the region from the end of the belt layer 14 to the maximum tire width position Ac is optimized. Specifically, the lower limit ensures that the distance TLu from the carcass layer 13 to the inner surface of the tire in the region where air leakage is likely to occur, thereby suppressing the decrease in tire durability and deterioration of rolling resistance caused by air leakage. Furthermore, the upper limit suppresses the deterioration of rolling resistance caused by the increase in tire weight. As a result, both tire durability and low rolling resistance performance are achieved. Small diameter tires, in particular, tend to experience stress concentration due to the high internal pressure and high load described above. Therefore, by adopting the above configuration for small diameter tires, a significant improvement in tire durability and low rolling resistance performance can be obtained.

[0210] Furthermore, the minimum value TLu_min and maximum value TLu_max of the distance TLu[mm] (see Figure 12) in the region from point Iu to point Ic in Figure 11 have the relationship 0.30≦TLu_min / TLu_max≦1.00, and preferably 0.40≦TLu_min / TLu_max≦1.00. In this configuration, the distance TLu from the carcass cord 13cc to the inner surface of the tire is set uniformly in the above region, so tire failure caused by non-uniformity of the distance TLu is suppressed and the risk of air leakage is reduced. Also, the distance TLu[mm] is in the range of 0.1≦TLu≦4.0, and preferably in the range of 0.5≦TLu≦3.5. The above lower limit ensures that the distance TLu from the carcass cord 13cc to the inner surface of the tire is adequately suppressed, and the above upper limit suppresses the deterioration of rolling resistance caused by an increase in tire weight.

[0211] For example, in the configuration shown in Figure 11, TLu_min / TLu_max < 1.00, and the position where the distance TLu takes its maximum value TLu_max is located closer to point Ic (i.e., closer to the maximum tire width position Ac) than the position where it takes its minimum value TLu_min. Also, the position where the maximum value TLu_max is taken is in the region from point Ic to 35% of the distance Hu in Figure 11 (i.e., the region from point Ac to point An). Furthermore, the position where the minimum value TLu_min is taken is in the region from point Iu to 35% of the distance Hu in Figure 11. In addition, the distance TLu increases monotonically from the position where the minimum value TLu_min is taken towards the position where the maximum value TLu_max is taken.

[0212] Furthermore, the minimum value Ga_min of the total gauge Ga[mm] of the tire sidewall in the region from point Iu to point Ic in Figure 11 (see Figure 11) and the distance TLu'[mm] (dimension symbols omitted in the figure) corresponding to the above-mentioned distance TLu at the same position have a relationship of 0.05 ≤ TLu' / Ga_min, preferably 0.10 ≤ TLu' / Ga_min (see Figure 12). This ensures that the distance TLu' from the carcass cord 13cc to the inner surface of the tire is secured at the position where the total gauge Ga is thin, thereby properly suppressing air leakage. In the configuration of Figure 11, the total gauge Ga of the tire sidewall is minimum at the tire's widest position Ac, and therefore the minimum value Ga_min coincides with the total gauge Gc. Also, the distance TLu' is measured at the tire's widest position Ac where the total gauge Ga takes its minimum value Ga_min. There is no particular upper limit to the ratio TLu' / Ga_min, but it is constrained by the upper limit of the distance TLu.

[0213] Furthermore, the minimum value Ga_min of the total gauge Ga[mm] of the tire sidewall in the region from point Iu to point Ic in Figure 11, and the distance TLu'[mm] corresponding to the above-mentioned distance TLu at the same position, are in the range of 0.005≦(Ga_min+TLu') / OD≦0.040 with respect to the tire outer diameter OD[mm], preferably in the range of 0.006≦(Ga_min+TLu') / OD≦0.030. The above lower limit appropriately suppresses air leakage, and the above upper limit suppresses the increase in tire weight.

[0214] Furthermore, the distance TLu [mm] in the region from point Iu to point Ic in Figure 11 has a relationship of 0.005 ≤ (α^(1 / 2)) / TLu ≤ 1.800 with respect to the oxygen permeability coefficient α [mm·cc / (m^2·day·mmHg)] of the inner liner 18, preferably 0.008 ≤ (α^(1 / 2)) / TLu ≤ 1.500. In addition, the oxygen permeability coefficient α of the inner liner 18 is in the range of 0.0008 ≤ α ≤ 0.3500, and preferably in the range of 0.0010 ≤ α ≤ 0.3000. This ensures crack resistance of the inner liner 18 while improving internal pressure retention against air leakage.

[0215] The oxygen permeability coefficient α is an indicator of how much oxygen the material constituting the inner liner 18 permeates, and is measured in accordance with JIS K 7126 at a relative temperature of 21°C and a relative humidity of 50%.

[0216] Furthermore, it is preferable that the dynamic storage modulus β [MPa] of the inner liner 18 is in the range of 1 ≤ β ≤ 200 and 2 ≤ β ≤ 150. This ensures crack resistance of the inner liner 18 while improving its ability to retain internal pressure against air leakage.

[0217] The dynamic storage modulus β is measured using a viscoelastic spectrometer manufactured by Toyo Seiki Seisakusho on a test specimen cut into strips 5 mm wide and 60 mm long, under conditions of static strain of 5%, dynamic strain of ±0.1%, frequency of 20 Hz, and temperature of 60 °C.

[0218] Furthermore, in the inner liner 18, the ends of its constituent members are connected so as to overlap each other in order to suppress air leakage. At this time, the splice amount Is [mm] (not shown) of the inner liner 18 in the region from point Iu to point Ic in Figure 11, i.e., the overlap width of the ends of the constituent members, is in the range of 0.010 ≤ Is / OD ≤ 0.100 with respect to the tire outer diameter OD [mm], and preferably in the range of 0.015 ≤ Is / OD ≤ 0.080. Also, the splice amount Is [mm] of the inner liner 18 is in the range of 8 ≤ Is ≤ 20. The above lower limit properly suppresses air leakage, and the above upper limit suppresses the deterioration of rolling resistance caused by the increase in tire weight.

[0219] Furthermore, in Figure 4, as described above, the feet of the perpendiculars drawn from the left and right tire contact points T,T to the carcass layer 13 are defined as points B2, B2. In addition, the minimum value TL_min of the distance TL [mm] (see Figure 8) from the center of the carcass code 13cc of the innermost layer 13A of the carcass ply to the inner surface of the tire in the region between points B2, B2 is defined.

[0220] At this time, the minimum value TLu_min of the distance TLu[mm] (see Figure 12) in the region from point Iu to point Ic in Figure 11 is in the range of 1.00 ≤ TLu_min / TL_min with respect to the minimum value TL_min of the distance TL[mm] in the region between points B2 and B2 in Figure 4, preferably in the range of 1.05 ≤ TLu_min / TL_min. Therefore, the distance TLu in the region from point Iu to point Ic is set so that the distance from the carcass ply to the inner surface of the tire does not become relatively thin in the region where air leakage is likely to occur. As a result, the distance TL from the carcass ply to the inner surface of the tire in the region from point Iu to point Ic, where air leakage is likely to occur, is relatively secured, and air leakage is effectively suppressed.

[0221] [effect] As described above, [1] this tire 1 comprises a pair of bead cores 11, 11, a carcass layer 13 spanning the bead cores 11, 11, and a belt layer 14 positioned radially outside the carcass layer 13 (see Figure 1). The tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660, and the tire total width SW [mm] is in the range of 100 ≤ SW ≤ 400. In a cross-sectional view of the tire in the meridian direction, a point Au is defined on the side profile at the same position in the radial direction of the tire relative to the end of the innermost layer 141 of the belt layer 14. The foot of the perpendicular from point Au to the carcass layer 13 is defined as point Iu, and the foot of the perpendicular from the tire maximum width position Ac to the carcass layer is defined as point Ic. The carcass layer 13 is composed of a single layer (see Figure 8) or multiple layers (see Figure 9) of carcass ply, each consisting of a carcass cord 13cc covered with a coating rubber 13cr. Furthermore, the distance TLu [mm] (see Figure 12) from the center of the carcass cord 13cc of the innermost layer 13A of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the tire outer diameter OD [mm] (see Figure 1).

[0222] This configuration has the advantage of optimizing the distance TLu from the carcass layer 13 to the inner surface of the tire in the region from the edge of the belt layer 14 to the tire's maximum width position Ac. Specifically, the lower limit ensures that the distance TLu from the carcass layer 13 to the inner surface of the tire is sufficient in the region where air leakage is likely to occur, thereby suppressing the decrease in tire durability and deterioration of rolling resistance caused by air leakage. Furthermore, the upper limit suppresses the deterioration of rolling resistance caused by an increase in tire weight. As a result, both tire durability and low rolling resistance performance are achieved. Small diameter tires, in particular, tend to experience stress concentration due to the high internal pressure and high loads described above. Therefore, by adopting the above configuration for small diameter tires, a significant improvement in tire durability and low rolling resistance performance can be obtained.

[0223] Furthermore, [2] in this tire 1, as described in [1] above, the minimum value TLu_min and the maximum value TLu_max of the distance TLu [mm] (see Figure 12) in the region from point Iu to point Ic have the relationship 0.30 ≤ TLu_min / TLu_max ≤ 1.00. In this configuration, since the distance TLu from the carcass cord 13cc to the inner surface of the tire is set uniformly in the above region, tire failures caused by non-uniformity of the distance TLu are suppressed, and there is an advantage that the risk of air leakage is reduced.

[0224] Furthermore, [3] in this tire 1, the distance TLu [mm] in the region from point Iu to point Ic is in the range of 0.1 ≤ TLu ≤ 4.0 in the tire 1 described in [1] or [2] above. The lower limit ensures that the distance TLu from the carcass cord 13cc to the inner surface of the tire is properly suppressed, and the upper limit has the advantage of suppressing the deterioration of rolling resistance caused by an increase in tire weight.

[0225] Furthermore, [4] in this tire 1, in the tire 1 described in any one of [1] to [3] above, the total gauge Ga [mm] of the tire side portion in the region from point Iu to point Ic (see Figure 11) and the distance TLu' [mm] corresponding to the above distance TLu at the same position have the relationship 0.05 ≤ TLu' / Ga_min (see Figure 12). This has the advantage that the distance TLu' from the carcass cord 13cc to the inner surface of the tire is secured at the position where the total gauge Ga is thin, thereby properly suppressing air leakage.

[0226] Furthermore, [5] in this tire 1, in the tire 1 described in any one of [1] to [4] above, the distance TLu [mm] in the region from point Iu to point Ic has a relationship of 0.005 ≤ (α^(1 / 2)) / TLu ≤ 1.800 with respect to the oxygen permeability coefficient α [mm·cc / (m^2·day·mmHg)] of the inner liner 18. This has the advantage of improving the internal pressure retention against air leakage while ensuring the crack resistance of the inner liner 18.

[0227] Furthermore, [6] in this tire 1, in the tire 1 described in any one of [1] to [5] above, the splice amount Is [mm] (not shown) of the inner liner 18 in the region from point Iu to point Ic is in the range of 0.01 ≤ Is / OD ≤ 0.10 with respect to the tire outer diameter OD [mm]. The above lower limit has the advantage of properly suppressing air leakage, and the above upper limit has the advantage of suppressing the deterioration of rolling resistance caused by an increase in tire weight.

[0228] Furthermore, [7] in this tire 1, in the tire 1 described in any one of [1] to [6] above, the left and right tire contact edges T and the feet of the perpendiculars drawn from T to the carcass layer 13 are defined as points B2 and B2, respectively (see Figure 4). Also, the minimum value TLu_min of the distance TLu [mm] (see Figure 12) in the region from point Iu to point Ic is in the range of 1.00 ≤ TLu_min / TL_min with respect to the minimum value TL_min of the distance TL [mm] (see Figure 8) from the center of the carcass cord 13crc of the innermost layer 13A of the carcass ply to the inner surface of the tire. This has the advantage that the distance TL from the carcass ply to the inner surface of the tire in the region from point Iu to point Ic, where air leakage is likely to occur, is relatively secured, and air leakage is effectively suppressed.

[0229] Furthermore, [8] in this tire 1, in the tire 1 described in any one of [1] to [7] above, the strength Tcs [N / 50mm] per 50 [mm] width of the carcass ply constituting the carcass layer 13 is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm]. With this configuration, the load capacity of the carcass layer 13 is properly ensured in small diameter tires, which has the advantage of achieving both tire durability and low rolling resistance performance. Specifically, the above lower limit suppresses tire deformation when used under high load, ensuring tire durability. In addition, it becomes possible to use the tire at high internal pressure, reducing tire rolling resistance. Especially in small diameter tires, where use at high internal pressure and high load is expected, the above-mentioned tire durability and reduction in rolling resistance are significantly obtained. The above upper limit suppresses the deterioration of rolling resistance caused by the increase in mass of the carcass layer.

[0230] Furthermore, [9] in this tire 1, as described in [8] above, the carcass ply of the carcass layer 13 is constructed by covering carcass cords made of steel with coated rubber. Also, the cord diameter φcs [mm] of the carcass cord is in the range of 0.15 ≤ φcs ≤ 1.10. Also, the number of carcass cords Ecs [cords / 50 mm] is in the range of 25 ≤ Ecs ≤ 80. This has the advantage of achieving the strong Tcs of the carcass layer 13 described above.

[0231] Furthermore,

[10] in this tire 1, in the tire 1 described in [8] above, the carcass cord is made up of multiple strands twisted together, and the strand diameter φcss [mm] of the carcass cord is in the range of 0.30 ≤ φcss / φcs ≤ 0.90 with respect to the cord diameter φcs [mm] of the carcass cord. This has the advantage of realizing the strong Tcs of the carcass layer 13 described above.

[0232] Furthermore,

[11] in this tire 1, the carcass layer 13 is formed by laminating a pair of carcass plies 13A and 13B as described in [8] above (see Figure 9). The pair of carcass plies 13A and 13B are formed by covering carcass cords 13cc made of organic fiber material with coating rubber 13cr. The cord diameter φcs [mm] (dimension symbols omitted in the figure) of the carcass cords 13cc is in the range of 0.60 ≤ φcs ≤ 0.90. The number of cords Ecs [cords / 50mm] of the carcass cords 13cc is in the range of 40 ≤ Ecs ≤ 70. This has the advantage of achieving the strong Tcs of the carcass layer 13 described above.

[0233] Furthermore,

[10] in this tire 1, in any one of the tire 1 described in [1] to [9] above, the total gauge Gu [mm] of the tire side portion at point Au on the side profile is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm]. This has the advantage of optimizing the total gauge Gu in the radially outer region of the tire side portion. Specifically, the above lower limit ensures the total gauge Gu in the radially outer region of the tire side portion, suppressing tire deformation during use under high load and ensuring the durability of the tire. In particular, small diameter tires are expected to be used under high internal pressure and high load, so the above-mentioned durability of the tire is significantly improved. The above upper limit suppresses the deterioration of the tire's rolling resistance caused by an excessive total gauge Gu. [Examples]

[0234] Figures 13 to 15 are charts showing the results of performance tests of tires according to embodiments of this invention.

[0235] In this performance test, several types of test tires were evaluated for (1) durability and (2) low rolling resistance performance (fuel consumption rate). As an example of small diameter tires, two types of test tires were used. Specifically, [A] a 145 / 80R12 test tire was mounted on a rim with a rim size of 12×4.00B, and [B] a 235 / 45R10 test tire was mounted on a rim with a rim size of 10.

[0236] (1) In the evaluation of durability performance, an indoor drum testing machine with a drum diameter of 1707 [mm] is used, and the test tire is subjected to an internal pressure of 80 [%] of the JATMA specified internal pressure and a load of 88 [%] of the JATMA specified load. The load is then increased by 13 [%] every two hours at a driving speed of 81 [km / h], and the distance traveled until the tire fails is measured. Based on these measurement results, an index evaluation is performed with the comparative example as the baseline (100). In this evaluation, a higher numerical value is preferable.

[0237] (2) In the evaluation of low rolling resistance performance, the test tire is subjected to an internal pressure of 80% of the JATMA specified internal pressure and a load of 80% of the JATMA specified load. A four-wheeled low-floor vehicle equipped with the test tire on all wheels is driven 50 laps of a 2 km test course at a speed of 100 km / h. After that, the fuel consumption rate [km / l] is calculated and evaluated. This evaluation is performed using an index evaluation with the comparative example as the baseline (100), and a higher value indicates a lower fuel consumption rate and a tendency for reduced rolling resistance, which is desirable. Furthermore, an evaluation of 98 or higher indicates that the low rolling resistance performance is adequately ensured.

[0238] The test tires 1 to 29 of the examples have the structure described in particular in Figures 1 to 3 and Figure 8, and include a pair of bead cores 11, 11, a carcass layer 13 consisting of a single layer of carcass ply, a belt layer 14 consisting of a pair of cross belts 141, 142, a belt cover 143 and a pair of belt edge covers 144, 144, tread rubber 15, sidewall rubber 16 and rim cushion rubber 17. In the test tire of Example 1, the tire outer diameter OD is 531 [mm], the tire total width SW and tire section width DW are 143 [mm], the tire section height SH is 123 [mm], and the tire inner diameter is 305 [mm]. The inner liner 18 is made of a rubber composition mainly composed of butyl rubber or a thermoplastic resin.

[0239] In the comparative example test tire, the distance TLu [mm] (see Figure 12) from the center of the carcass cord 13cc of the innermost layer 13A of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic is set to be smaller than in the test tire of Example 1.

[0240] As the test results show, the test tire in this example demonstrates that it achieves both tire durability and low rolling resistance. [Explanation of symbols]

[0241] 1 Tire; 10 Rim; 11 Bead core; 12 Bead filler; 13 Carcass layer; 131 Main body; 132 Winding section; 14 Belt layer; 141, 142 Cross belts; 143 Belt cover; 144 Belt edge cover; 15 Tread rubber; 151 Cap tread; 152 Under tread; 16 Sidewall rubber; 17 Rim cushion rubber; 18 Inner liner; 21-23 Circumferential main grooves

Claims

1. It comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer. The tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660. The total tire width SW [mm] is in the range of 100 ≤ SW ≤ 400. In a cross-sectional view of the tire in the meridian direction, a point Au is defined on the side profile at the same position in the tire radial direction as the end of the innermost layer of the belt layer, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, and the foot of the perpendicular from the tire's maximum width position Ac to the carcass layer is defined as point Ic. The carcass layer is composed of a single or multiple carcass plies formed by covering carcass cords with coating rubber. The distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic (Figure 11) is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the outer diameter OD [mm] of the tire, and A tire characterized in that the minimum value Ga_min of the total gauge Ga [mm] of the tire side portion in the region from point Iu to point Ic and the distance TLu' [mm] corresponding to the distance TLu at the same position are related by 0.05 ≤ TLu' / Ga_min.

2. The tire according to claim 1, wherein the minimum value TLu_min and the maximum value TLu_max of the distance TLu [mm] in the region from point Iu to point Ic are such that 0.30 ≤ TLu_min / TLu_max ≤ 1.

00.

3. The tire according to claim 1, wherein the distance TLu [mm] in the region from point Iu to point Ic is in the range of 0.1 ≤ TLu ≤ 4.

0.

4. The tire according to claim 1, wherein the distance TLu [mm] in the region from point Iu to point Ic has a relationship of 0.005 ≤ (α^(1 / 2)) / TLu ≤ 1.800 with respect to the oxygen permeability coefficient α [mm・cc / (m^2・day・mmHg)] of the inner liner.

5. The tire according to claim 1, wherein the splice amount Is [mm] of the inner liner in the region from point Iu to point Ic is in the range of 0.01 ≤ Is / OD ≤ 0.10 with respect to the tire outer diameter OD [mm].

6. The feet of the perpendiculars drawn from the left and right tire contact points to the carcass layer are defined as points B2, B2, and, The tire according to claim 1, wherein the minimum value TLu_min of the distance TLu [mm] in the region from point Iu to point Ic is in the range of 1.00 ≤ TLu_min / TL_min with respect to the minimum value TL_min of the distance TL [mm] from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region between points B2, B2.

7. The tire according to claim 1, wherein the strength Tcs [N / 50mm] per 50 [mm] width of the carcass ply constituting the carcass layer is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm].

8. The carcass ply of the carcass layer is constructed by covering a carcass cord made of steel with a coating rubber. The cord diameter φcs [mm] of the carcass cord is in the range of 0.15 ≤ φcs ≤ 1.10, and The tire according to claim 7, wherein the number of carcass cords Ecs [cords / 50 mm] is in the range of 25 ≤ Ecs ≤ 80.

9. The tire according to claim 8, wherein the carcass cord is made up of a plurality of strands twisted together, and the diameter of the strands of the carcass cord φcss [mm] is in the range of 0.30 ≤ φcss / φcs ≤ 0.90 with respect to the cord diameter φcs [mm] of the carcass cord.

10. The carcass layer is formed by laminating a pair of carcass plies. The pair of carcass plies are constructed by covering carcass cords made of organic fiber material with coating rubber. The cord diameter φcs [mm] of the carcass cord is in the range of 0.60 ≤ φcs ≤ 0.90, and The tire according to claim 7, wherein the number of carcass cords Ecs [cords / 50 mm] is in the range of 40 ≤ Ecs ≤ 70.

11. The tire according to claim 1, wherein the total gauge Gu [mm] of the tire side portion at point Au on the side profile is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm].

12. It comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer. The tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660. The total tire width SW [mm] is in the range of 100 ≤ SW ≤ 400. In a cross-sectional view of the tire in the meridian direction, a point Au is defined on the side profile at the same position in the tire radial direction as the end of the innermost layer of the belt layer, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, and the foot of the perpendicular from the tire's maximum width position Ac to the carcass layer is defined as point Ic. The carcass layer is composed of a single or multiple carcass plies formed by covering carcass cords with coating rubber. The distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic (Figure 11) is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the outer diameter OD [mm] of the tire, and A tire characterized in that the strength Tcs [N / 50mm] per 50 [mm] width of the carcass ply constituting the carcass layer is in the range of 17 ≤ Tcs / OD ≤ 120 with respect to the tire outer diameter OD [mm].

13. It comprises a pair of bead cores, a carcass layer spanning the bead cores, a belt layer positioned radially outward of the carcass layer, and an inner liner positioned on the inner surface of the carcass layer. The tire outer diameter OD [mm] is in the range of 200 ≤ OD ≤ 660. The total tire width SW [mm] is in the range of 100 ≤ SW ≤ 400. In a cross-sectional view of the tire in the meridian direction, a point Au is defined on the side profile at the same position in the tire radial direction as the end of the innermost layer of the belt layer, the foot of the perpendicular from point Au to the carcass layer is defined as point Iu, and the foot of the perpendicular from the tire's maximum width position Ac to the carcass layer is defined as point Ic. The carcass layer is composed of a single or multiple carcass plies formed by covering carcass cords with coating rubber. The distance TLu [mm] (Figure 12) from the center of the carcass cord of the innermost layer of the carcass ply to the inner surface of the tire in the region from point Iu to point Ic (Figure 11) is in the range of 0.00010 ≤ TLu / OD ≤ 0.01500 with respect to the outer diameter OD [mm] of the tire, and A tire characterized in that the total gauge Gu [mm] of the tire side portion at point Au on the side profile is in the range of 0.010 ≤ Gu / OD ≤ 0.080 with respect to the tire outer diameter OD [mm].

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