JP2008012948A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2008012948A
JP2008012948A JP2006183086A JP2006183086A JP2008012948A JP 2008012948 A JP2008012948 A JP 2008012948A JP 2006183086 A JP2006183086 A JP 2006183086A JP 2006183086 A JP2006183086 A JP 2006183086A JP 2008012948 A JP2008012948 A JP 2008012948A
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layer
belt
tire
carcass
pneumatic tire
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JP5250947B2 (en
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Masayoshi Wakatsuki
正是 若月
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire furnished with a plurality of carcass layers capable of restraining rupture of a carcass cord on a buttless part even in using it harshly. <P>SOLUTION: Rubber reinforcing layers 9, 9 are arranged to straddle over both end parts 8a, 8a of an extreme outer layer 8 of the belt layers 7, 8 in the tire cross direction between an extreme inner layer 5 of the carcass layers 5, 6 and an outside layer adjacent to it on the pneumatic tire 1 furnished with a plurality of the carcass layers 5, 6 and a plurality of the belt layers 7, 8. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は空気入りタイヤに関し、さらに詳しくは、特に過酷な条件下で使用される複数のカーカス層を備えたタイヤにおいて、バットレス部に発生し易いカーカスコードの破断を抑制するようにした空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly, a pneumatic tire in which breakage of a carcass cord that is likely to occur in a buttress portion is suppressed in a tire including a plurality of carcass layers used under particularly severe conditions. About.

一般に、レーシングタイヤのように過酷な条件下で使用される空気入りタイヤでは、複数のカーカス層と複数のベルト層を備えた構成のものが多いが、使用条件が過酷であるため、バットレス部において最内カーカス層又はこれに隣接する外側層にコード破断が起こり易く、またベルト層端末においてセパレーションが発生し易いという問題がある。   Generally, pneumatic tires that are used under harsh conditions such as racing tires are often configured with multiple carcass layers and multiple belt layers. There is a problem that cord breakage is likely to occur in the innermost carcass layer or the outer layer adjacent thereto, and that separation is likely to occur at the end of the belt layer.

従来、ベルト層端末におけるセパレーションを抑制する対策として、ベルト端部とカーカス層との間に緩衝ゴムを配置することにより、ベルト端部に集中する圧縮、せん断応力を緩衝ゴム層に分散させるようにした提案がある（例えば、特許文献１参照）。しかし、この提案ではベルト層端末のセパレーションの抑制には効果があるものの、レーシングタイヤ並に過酷な条件下で使用される複数プライのカーカス層を備えたタイヤにおける最内カーカス層又はこれに隣接する外側層のコード破断に対しては殆ど抑制効果が得られることはなかった。
特開平１０−７１８０９号公報 Conventionally, as a measure to suppress the separation at the belt layer end, a buffer rubber is disposed between the belt end and the carcass layer so that the compressive and shear stress concentrated on the belt end is dispersed in the buffer rubber layer. (For example, refer to Patent Document 1). However, although this proposal is effective in suppressing the separation of the belt layer end, it is adjacent to the innermost carcass layer in a tire having a multi-ply carcass layer used under severe conditions as in a racing tire. Almost no inhibitory effect was obtained on the cord breakage of the outer layer.
Japanese Patent Laid-Open No. 10-71809

本発明の目的は、複数のカーカス層を備えたタイヤにおいて、過酷な使用をしてもバットレス部におけるカーカスコードの破断を抑制可能にした空気入りタイヤを提供することにある。   An object of the present invention is to provide a pneumatic tire that is capable of suppressing breakage of a carcass cord in a buttress portion even in severe use in a tire having a plurality of carcass layers.

上記目的を達成するための本発明の空気入りタイヤは、左右一対のビード部に層間でコードが交差する複数のカーカス層を装架すると共に、トレッド部における前記カーカス層の外周に複数のベルト層を配置した空気入りタイヤにおいて、前記カーカス層の最内層とこれに隣接する外側層との間に、前記ベルト層の最外層の両端部をタイヤ幅方向に跨ぐようにゴム補強層を配置したことを特徴とする。   In order to achieve the above object, a pneumatic tire according to the present invention has a plurality of carcass layers with cords intersecting between layers on a pair of left and right bead portions, and a plurality of belt layers on an outer periphery of the carcass layer in a tread portion. In the pneumatic tire in which the rubber layer is disposed, between the innermost layer of the carcass layer and the outer layer adjacent thereto, a rubber reinforcing layer is disposed so as to straddle both end portions of the outermost layer of the belt layer in the tire width direction. It is characterized by.

さらに、上述する構成において、以下（１）〜（７）に記載するように構成することが好ましい。   Furthermore, in the structure mentioned above, it is preferable to comprise as described in the following (1)-(7).

（１）前記ゴム補強層のタイヤ幅方向の全幅ｂを１５〜３０ｍｍにすると共に、前記ベルト層の最外層と重なる幅ａを５〜１５ｍｍにし、かつ該ゴム補強層の最大厚さｃを０．５〜２．０ｍｍにする。
（２）前記ベルト層の少なくとも両端部域の外周に有機繊維コードをタイヤ周方向に巻回してなるベルトカバー層を配置すると共に、該ベルトカバー層のタイヤ幅方向外端をそれぞれ前記ベルト層の最大幅端よりも両外側に突出させる。この場合において、前記ベルトカバー層の突出幅ｄを３〜８ｍｍにするとよい。
（３）前記ベルト層の最内ベルト層の端末のタイヤ内径からの高さｈをタイヤ断面高さＳＨの６０〜６５％にする。
（４）前記ベルト層の最内ベルト層を有機繊維コードで構成する。
（５）前記カーカス層のうち最内カーカス層のショルダー域からタイヤ最大幅までのカーカスラインをタイヤ赤道線側からサイドウォール側に向けてタイヤ内側に中心を有する４つの曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの連続ラインで形成すると共に、前記曲率半径Ｒｂのラインを前記ゴム補強層に対応させるようにし、かつ前記曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの関係をＲｂ＞Ｒｄ＞Ｒａ、Ｒｃとする。
（６）前記カーカス層を有機繊維コードで構成すると共に、タイヤ周方向に対するコード角度を６５〜８５°にする。
（７）前記ゴム補強層のＪＩＳ Ａ硬さを７０〜９５にする。 (1) The total width b of the rubber reinforcing layer in the tire width direction is set to 15 to 30 mm, the width a overlapping the outermost layer of the belt layer is set to 5 to 15 mm, and the maximum thickness c of the rubber reinforcing layer is set to 0. 5 to 2.0 mm.
(2) A belt cover layer formed by winding an organic fiber cord in the tire circumferential direction is arranged on the outer circumference of at least both end regions of the belt layer, and the outer end of the belt cover layer in the tire width direction is respectively disposed on the belt layer. Project to the outside of the maximum width end. In this case, the protrusion width d of the belt cover layer is preferably 3 to 8 mm.
(3) The height h from the tire inner diameter of the end of the innermost belt layer of the belt layer is set to 60 to 65% of the tire cross-section height SH.
(4) The innermost belt layer of the belt layer is made of an organic fiber cord.
(5) Four curvature radii Ra, Rb, Rc centered on the inside of the tire from the tire equator line side toward the sidewall side of the carcass line from the shoulder region of the innermost carcass layer to the maximum tire width of the carcass layer , Rd continuous lines, the line of curvature radius Rb is made to correspond to the rubber reinforcing layer, and the relationship of the curvature radii Ra, Rb, Rc, Rd is Rb>Rd> Ra, Rc. .
(6) The carcass layer is made of an organic fiber cord, and the cord angle with respect to the tire circumferential direction is set to 65 to 85 °.
(7) The rubber reinforcing layer has a JIS A hardness of 70 to 95.

本発明によれば、カーカス層の最内層とこれに隣接する外側層との間に、ベルト層の最外層の両端部をタイヤ幅方向に跨ぐようにゴム補強層を配置したので、ゴム補強層が最内カーカス層とその外側のカーカス層との間における剪断力を緩和して、バットレス部における最外カーカス層のコード破断を抑制することができる。   According to the present invention, the rubber reinforcement layer is disposed between the innermost layer of the carcass layer and the outer layer adjacent thereto so as to straddle both end portions of the outermost layer of the belt layer in the tire width direction. However, it is possible to relieve the shearing force between the innermost carcass layer and the outer carcass layer, and to suppress the cord breakage of the outermost carcass layer in the buttress portion.

以下、本発明の実施形態について添付の図面を参照しながら詳細に説明する。
図１は本発明の実施形態による空気入りタイヤを示す半断面図、図２は図１の空気入りタイヤにおける要部を拡大して示す断面図である。 Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
FIG. 1 is a half cross-sectional view showing a pneumatic tire according to an embodiment of the present invention, and FIG. 2 is an enlarged cross-sectional view showing a main part of the pneumatic tire of FIG.

図１において、空気入りタイヤ１は、左右一対のビード部２、２と、これらビード部２、２からそれぞれ半径方向外側に延びるサイドウォール部３、３と、これらサイドウォール部３、３の半径方向外側同士を連ねる円筒状のトレッド部４とを備えている。   In FIG. 1, a pneumatic tire 1 includes a pair of left and right bead portions 2, 2, sidewall portions 3, 3 extending radially outward from these bead portions 2, 2, and radii of the sidewall portions 3, 3. A cylindrical tread portion 4 that connects the outer sides in the direction is provided.

左右一対のビード部２、２間には、層間でコードが交差する複数（図では２層）のカーカス層５、６が装架され、トレッド部４におけるカーカス層６の外周側には複数（図では２層）のベルト層７、８が配置されている。   Between the pair of left and right bead portions 2, 2, a plurality of (two layers in the figure) carcass layers 5, 6 with cords intersecting between them are mounted, and a plurality (on the outer periphery side of the carcass layer 6 in the tread portion 4 ( Two belt layers 7 and 8 in the figure are arranged.

カーカス層５、６の最内層５とこれに隣接する外側層６との間には、ベルト層７、８の最外層８の両端部８ａ、８ａをタイヤ幅方向に跨ぐようにゴム補強層９、９が配置されている。   Between the innermost layer 5 of the carcass layers 5 and 6 and the outer layer 6 adjacent to the innermost layer 5, a rubber reinforcing layer 9 is provided so as to straddle both end portions 8 a and 8 a of the outermost layer 8 of the belt layers 7 and 8 in the tire width direction. , 9 are arranged.

これにより、走行中にカーカス層５、６がベルト層７、８から受ける圧縮方向の応力をゴム補強層９が分散することにより、外側層６と最内層５との間における剪断力が緩和されて、バットレス部における最内カーカス層５とこれに隣接する外側層６のコードの破断を抑制することができる。   Thereby, the rubber reinforcing layer 9 disperses the stress in the compression direction that the carcass layers 5 and 6 receive from the belt layers 7 and 8 during traveling, so that the shear force between the outer layer 6 and the innermost layer 5 is relieved. Thus, the breakage of the cords of the innermost carcass layer 5 and the outer layer 6 adjacent thereto in the buttress portion can be suppressed.

すなわち、上述するバットレス部における最内カーカス層５とこれに隣接する外側層６のコードの破断は、特にベルト最外層８の端部８ａの内側位置の近傍において顕著に発生することから、ベルト最外層８の端部８ａをタイヤ幅方向に跨いで配置されたゴム補強層９がカーカス層５、６間におけるコードの擦れ合いを抑制して、最内層５と外側層６とのコード破断を効率よく防止することができる。   That is, since the breakage of the cords of the innermost carcass layer 5 and the outer layer 6 adjacent to the innermost carcass layer 5 in the buttress portion described above occurs remarkably in the vicinity of the inner position of the end portion 8a of the belt outermost layer 8, The rubber reinforcing layer 9 disposed across the end portion 8a of the outer layer 8 in the tire width direction suppresses the friction of the cords between the carcass layers 5 and 6, and efficiently breaks the cord between the innermost layer 5 and the outer layer 6 Well can be prevented.

本発明において、ゴム補強層９のタイヤ幅方向の全幅ｂを１５〜３０ｍｍにすると共に、ゴム補強層９におけるベルト層７、８の最外層８と重なる幅ａを５〜１５ｍｍ、好ましくは８〜１２ｍｍとし、かつゴム補強層９の最大厚さｃを０．５〜２．０ｍｍ、好ましくは０．８〜１．６ｍｍとするとよい。これにより、タイヤの諸性能に影響を及ぼすことなしに、ベルト層７、８の内側に位置するカーカス層５、６のコード破断を確実に抑制することができる。   In the present invention, the total width b of the rubber reinforcing layer 9 in the tire width direction is 15 to 30 mm, and the width a of the rubber reinforcing layer 9 overlapping the outermost layer 8 of the belt layers 7 and 8 is 5 to 15 mm, preferably 8 to The maximum thickness c of the rubber reinforcing layer 9 is 0.5 to 2.0 mm, preferably 0.8 to 1.6 mm. Thereby, the cord breakage of the carcass layers 5 and 6 located inside the belt layers 7 and 8 can be reliably suppressed without affecting the various performances of the tire.

上述するゴム補強層９とベルト最外層８との重なり幅ａが５ｍｍ未満ではカーカス層５、６のコード破断の抑制効果が十分に得られず、１５ｍｍ超ではバットレス部におけるゴムボリュームが増加して発熱の原因になる。また、ゴム補強層９の最大厚さｃが０．５ｍｍ未満ではカーカス層５、６のコード擦れ合い抑制効果が十分に得られず、２．０ｍｍ超ではバットレス部におけるゴムボリュームが増加し過ぎて発熱の原因になる。   If the overlap width a between the rubber reinforcing layer 9 and the belt outermost layer 8 is less than 5 mm, the effect of suppressing the cord breakage of the carcass layers 5 and 6 cannot be sufficiently obtained, and if it exceeds 15 mm, the rubber volume in the buttress portion increases. Causes fever. Further, if the maximum thickness c of the rubber reinforcing layer 9 is less than 0.5 mm, the cord rubbing suppression effect of the carcass layers 5 and 6 cannot be sufficiently obtained, and if it exceeds 2.0 mm, the rubber volume in the buttress portion increases excessively. Causes fever.

本発明の空気入りタイヤ１は、図１に示すように、ベルト層７、８の少なくとも両端部域（図ではベルト層７、８の全域）の外周にナイロン等の熱収縮性の有機繊維コードをタイヤ周方向に巻回してなるベルトカバー層１０を配置すると共に、このベルトカバー層１０のタイヤ幅方向外端１０ａ、１０ａをそれぞれベルト層７、８の最大幅端（図では７ａ）よりも両外側に突出させるとよい。さらに、この突出幅ｄ（図２参照）を３〜８ｍｍ、好ましくは４〜６ｍｍに設定するとよい。これにより、高速走行時におけるベルト層７、８の端末７ａ、８ａのせり上がりを抑制して、高速耐久性を向上させることができる。   As shown in FIG. 1, the pneumatic tire 1 of the present invention has a heat-shrinkable organic fiber cord such as nylon on the outer periphery of at least both end regions of the belt layers 7 and 8 (the entire region of the belt layers 7 and 8 in the figure). Is disposed in the tire circumferential direction, and the outer ends 10a and 10a in the tire width direction of the belt cover layer 10 are set to be larger than the maximum width ends (7a in the drawing) of the belt layers 7 and 8, respectively. It is good to project both sides. Furthermore, the protrusion width d (see FIG. 2) may be set to 3 to 8 mm, preferably 4 to 6 mm. Thereby, the rising of the terminals 7a and 8a of the belt layers 7 and 8 during high-speed traveling can be suppressed, and high-speed durability can be improved.

本発明において、ベルト層７、８のうちカーカス層６に隣接する最内ベルト層７の端末７ａのタイヤ内径からの高さｈをタイヤ断面高さＳＨの６０〜６５％、好ましくは６２〜６４％となるように設定するとよい。これにより、製造故障を生じさせることなしに、ベルト層７の端末７ａにおけるセパレーションを効率よく抑制することができる。なお、上述する最内ベルト層７の端末７ａの高さｈとは、ベルト層７の端末７ａの外径とリム径の差の１／２をいい、タイヤ断面高さＳＨとは、タイヤの外径とリム径の差の１／２をいう。   In the present invention, the height h from the tire inner diameter of the end 7a of the innermost belt layer 7 adjacent to the carcass layer 6 among the belt layers 7 and 8 is 60 to 65% of the tire cross-section height SH, preferably 62 to 64. It is good to set it to be%. Thereby, the separation in the terminal 7a of the belt layer 7 can be efficiently suppressed without causing a manufacturing failure. In addition, the height h of the terminal 7a of the innermost belt layer 7 mentioned above means 1/2 of the difference between the outer diameter and the rim diameter of the terminal 7a of the belt layer 7, and the tire cross-section height SH means the tire cross section height SH. One half of the difference between the outer diameter and the rim diameter.

さらに、カーカス層６に隣接する最内ベルト層７を有機繊維コードで構成するとよい。これにより、ベルト層７、８の端部におけるセパレーションを効率よく抑制することができる。なお、ベルト層８を構成するコードは、特に限定されないが、ベルト層７を構成するコードと同様に有機繊維コードで構成するとよい。   Furthermore, the innermost belt layer 7 adjacent to the carcass layer 6 may be composed of an organic fiber cord. Thereby, the separation in the edge part of the belt layers 7 and 8 can be suppressed efficiently. The cord constituting the belt layer 8 is not particularly limited, but may be constituted by an organic fiber cord in the same manner as the cord constituting the belt layer 7.

本発明の空気入りタイヤ１は、カーカス層５、６間にゴム補強層９を挿入することにより、図２に示すように、カーカス層５、６のうち最内カーカス層５のショルダー域からタイヤ最大幅までのカーカスラインをタイヤ赤道線ＣＬ側からサイドウォール３側に向けてタイヤ内側に中心を有する４つの曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの連続ラインで形成すると共に、曲率半径Ｒｂのラインをゴム補強層９に対応させるようにし、かつこれら曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの関係をＲｂ＞Ｒｄ＞Ｒａ、Ｒｃとなるように設定するとよい。これにより、バットレス部におけるカーカス層５、６の耐破断性を向上させると共に、良好な操縦安定性を確保することができる。   The pneumatic tire 1 according to the present invention includes a rubber reinforcing layer 9 inserted between the carcass layers 5 and 6 so that the tire from the shoulder region of the innermost carcass layer 5 out of the carcass layers 5 and 6 as shown in FIG. The carcass line up to the maximum width is formed by four continuous lines of curvature radii Ra, Rb, Rc, Rd having a center on the tire inner side from the tire equator line CL side toward the sidewall 3 side, and a line having the curvature radius Rb. Is set to correspond to the rubber reinforcing layer 9, and the relationship between the radii of curvature Ra, Rb, Rc, Rd is preferably set so that Rb> Rd> Ra, Rc. Thereby, while improving the fracture resistance of the carcass layers 5 and 6 in a buttress part, favorable steering stability can be ensured.

さらに、カーカス層５、６を有機繊維コードで構成すると共に、タイヤ周方向に対するコード角度を６５〜８５°に設定するとよい。これにより、レーシングタイヤとしての運動性能を確保することができる。   Further, the carcass layers 5 and 6 may be formed of organic fiber cords, and the cord angle with respect to the tire circumferential direction may be set to 65 to 85 °. Thereby, the exercise | movement performance as a racing tire is securable.

本発明において、ゴム補強層９のＪＩＳ Ａ硬さ（ＪＩＳ Ｋ６２５３によるデュロメータ硬さ試験 Ａタイプ）を７０〜９５、好ましくは７５〜９０に設定するとよい。   In the present invention, the JIS A hardness (durometer hardness test A type according to JIS K6253) of the rubber reinforcing layer 9 may be set to 70 to 95, preferably 75 to 90.

上述するように、本発明の空気入りタイヤは、最内カーカス層とこれに隣接する外側層との間に、最外ベルト層の両端部をタイヤ幅方向に跨ぐようにゴム補強層を配置することにより、バットレス部における最外カーカス層のコード破断を抑制するもので、特に過酷な条件下で使用されるレーシングタイヤとして好ましく適用される。   As described above, in the pneumatic tire of the present invention, the rubber reinforcing layer is disposed between the innermost carcass layer and the outer layer adjacent thereto so as to straddle both ends of the outermost belt layer in the tire width direction. This suppresses cord breakage of the outermost carcass layer in the buttress portion, and is preferably applied as a racing tire used under particularly severe conditions.

タイヤサイズを２３０／６１０Ｒ１7 、タイヤ構造を図１として、最外カーカス層とその内側層との間にゴム補強層を配置しない従来タイヤ（従来例）と、最外カーカス層とその内側層との間におけるベルト層の両端域に表１のように幅ａ及びｂと厚さｃを異ならせたゴム補強層を配置した本発明タイヤ（実施例１〜３）とを作製した。なお、各タイヤにおいてゴム補強層のＪＩＳ Ａ硬さを８０とした。   With a tire size of 230 / 610R17 and a tire structure of FIG. 1, a conventional tire (conventional example) in which no rubber reinforcing layer is disposed between the outermost carcass layer and its inner layer, and the outermost carcass layer and its inner layer. The tires of the present invention (Examples 1 to 3) were prepared in which rubber reinforcing layers having different widths a and b and thickness c as shown in Table 1 were arranged at both end regions of the belt layer. In each tire, the JIS A hardness of the rubber reinforcing layer was set to 80.

これら４種類のタイヤをそれぞれ１７×１０ＪＪのリムに装着し、２００ｋＰａの空気圧を充填して、レーシング車両の前後輪に装着し、１周４．０ｋｍのサーキットコースを平均速度１５０ｋｍ／ｈにて５周走行させて、走行後のタイヤを解体して、バットレス部における最内カーカス層及びこれに隣接する外側層でのコード破断の状況を観察し、その結果を表１に併記した。   Each of these four types of tires is mounted on a rim of 17 × 10 JJ, filled with 200 kPa of air pressure, mounted on the front and rear wheels of a racing vehicle, and a circuit course of 4.0 km per lap at an average speed of 150 km / h. The tires after running were disassembled, the tires after running were disassembled, and the state of cord breakage in the innermost carcass layer in the buttress portion and the outer layer adjacent thereto was observed, and the results are also shown in Table 1.

Figure 2008012948
Figure 2008012948

表１に示すように、本発明タイヤは従来タイヤに比して、バットレス部における最内カーカス層及びこれに隣接する外側層でのコード破断が全く見られなかった。   As shown in Table 1, in the tire of the present invention, no cord breakage was observed in the innermost carcass layer in the buttress portion and the outer layer adjacent thereto, as compared with the conventional tire.

本発明の実施形態からなる空気入りタイヤの半断面図である。1 is a half sectional view of a pneumatic tire according to an embodiment of the present invention. 図１のタイヤにおける要部を拡大して示す断面図である。It is sectional drawing which expands and shows the principal part in the tire of FIG.

符号の説明Explanation of symbols

１ 空気入りタイヤ
２ ビード部
３ サイドウォール部
４ トレッド部
５ カーカス層（内側層）
６ カーカス層（外側層）
７、８ ベルト層
９ ゴム補強層
１０ ベルトカバー層 DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Bead part 3 Side wall part 4 Tread part 5 Carcass layer (inner layer)
6 Carcass layer (outer layer)
7, 8 Belt layer 9 Rubber reinforcement layer 10 Belt cover layer

Claims (9)

左右一対のビード部に層間でコードが交差する複数のカーカス層を装架すると共に、トレッド部における前記カーカス層の外周に複数のベルト層を配置した空気入りタイヤにおいて、
前記カーカス層の最内層とこれに隣接する外側層との間に、前記ベルト層の最外層の両端部をタイヤ幅方向に跨ぐようにゴム補強層を配置した空気入りタイヤ。 In a pneumatic tire in which a plurality of carcass layers with cords intersecting between layers are mounted on a pair of left and right bead portions, and a plurality of belt layers are arranged on the outer periphery of the carcass layer in a tread portion,
A pneumatic tire in which a rubber reinforcing layer is disposed between the innermost layer of the carcass layer and an outer layer adjacent thereto so as to straddle both ends of the outermost layer of the belt layer in the tire width direction. 前記ゴム補強層のタイヤ幅方向の全幅ｂを１５〜３０ｍｍにすると共に、前記ベルト層の最外層と重なる幅ａを５〜１５ｍｍとし、かつ該ゴム補強層の最大厚さｃを０．５〜２．０ｍｍとした請求項１に記載の空気入りタイヤ。   The total width b of the rubber reinforcing layer in the tire width direction is 15 to 30 mm, the width a overlapping the outermost layer of the belt layer is 5 to 15 mm, and the maximum thickness c of the rubber reinforcing layer is 0.5 to The pneumatic tire according to claim 1 which was 2.0 mm. 前記ベルト層の少なくとも両端部域の外周に有機繊維コードをタイヤ周方向に巻回してなるベルトカバー層を配置すると共に、該ベルトカバー層のタイヤ幅方向外端をそれぞれ前記ベルト層の最大幅端よりも両外側に突出させた請求項１又は２に記載の空気入りタイヤ。   A belt cover layer formed by winding an organic fiber cord in the tire circumferential direction is disposed on the outer periphery of at least both end regions of the belt layer, and the outer end in the tire width direction of the belt cover layer is the maximum width end of the belt layer, respectively. The pneumatic tire according to claim 1, wherein the pneumatic tire is protruded outward from both sides. 前記ベルトカバー層の突出幅ｄが３〜８ｍｍである請求項３に記載の空気入りタイヤ。   The pneumatic tire according to claim 3, wherein the protrusion width d of the belt cover layer is 3 to 8 mm. 前記ベルト層の最内ベルト層の端末のタイヤ内径からの高さｈがタイヤ断面高さＳＨの６０〜６５％である請求項１、２、３又は４に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2, 3, or 4, wherein a height h from the tire inner diameter of the innermost belt layer of the belt layer is 60 to 65% of a tire cross-section height SH. 前記ベルト層の最内ベルト層が有機繊維コードからなる請求項１、２、３、４又は５に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2, 3, 4 or 5, wherein the innermost belt layer of the belt layer is made of an organic fiber cord. 前記カーカス層のうち最内カーカス層のショルダー域からタイヤ最大幅までのカーカスラインをタイヤ赤道線側からサイドウォール側に向けてタイヤ内側に中心を有する４つの曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの連続ラインで形成すると共に、前記曲率半径Ｒｂのラインを前記ゴム補強層に対応させるようにし、かつ前記曲率半径Ｒａ、Ｒｂ、Ｒｃ、Ｒｄの関係をＲｂ＞Ｒｄ＞Ｒａ、Ｒｃとした請求項１、２、３、４、５又は６に記載の空気入りタイヤ。   Among the carcass layers, four curvature radii Ra, Rb, Rc, Rd having a center on the tire inner side from the tire equator line side to the side wall side of the carcass line from the shoulder region of the innermost carcass layer to the tire maximum width. 2. It forms with a continuous line, the line of said curvature radius Rb is made to respond | correspond to the said rubber reinforcement layer, and the relationship of the said curvature radius Ra, Rb, Rc, Rd was Rb> Rd> Ra, Rc. The pneumatic tire according to 2, 3, 4, 5 or 6. 前記カーカス層を有機繊維コードで構成すると共に、タイヤ周方向に対するコード角度を６５〜８５°にした請求項１、２、３、４、５、６又は７に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2, 3, 4, 5, 6 or 7, wherein the carcass layer is made of an organic fiber cord, and a cord angle with respect to a tire circumferential direction is set to 65 to 85 °. 前記ゴム補強層のＪＩＳ Ａ硬さが７０〜９５である請求項１、２、３、４、５、６、７又は８に記載の空気入りタイヤ。
The pneumatic tire according to claim 1, 2, 3, 4, 5, 6, 7 or 8, wherein the rubber reinforcing layer has a JIS A hardness of 70 to 95.
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