Tire

Abstract

To provide a tire having a conductive pass secured, although rolling resistance of the tire is reduced.SOLUTION: In a tire according to the present invention, a carcass comprises two carcass plies constituted of a first carcass ply and a second carcass ply, in which carcass cords cross each other between layers, where a loss tangent tanδ at 60°C of a coating rubber of the carcass plies is 0.1 or less. A conductive rubber member is arranged outside in a tire radial direction of a crown part of the carcass. An end of a first carcass folded part and an end of a first folded part are positioned closer to outside in the tire radial direction than an inner end in the tire radial direction of the conductive rubber member, or the end of the first carcass folded part and the end of the first folded part are positioned closer to inside in a tire width direction than an outer end in the tire width direction of the conductive rubber member.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a tire. [Background technology]

[0002] 2. Description of the Related Art Conventionally, tire structures have been proposed in which a conductive member is disposed in a tire to form a conductive path from the vehicle body to the road surface, thereby dissipating static electricity from the vehicle body to the road surface (for example, Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-203631 A [Patent Document 2] Patent Publication No. 2021-000892 Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, a tire structure in which two carcass plies are arranged so that the carcass cords cross each other has been proposed as a tire suitable for high-speed driving such as circuit driving. In addition, in recent years, there has been a demand for using rubber with low rolling resistance as the covering rubber for the carcass ply in order to reduce the rolling resistance of the tire.

[0005] However, low rolling resistance rubber generally has a high electrical resistivity, and if low rolling resistance coated rubber is used for the carcass ply of the carcass structure described above, there is a possibility that a conductive path from the vehicle body to the road surface cannot be secured.

[0006] Therefore, an object of the present invention is to provide a tire that ensures a conductive path while reducing the rolling resistance of the tire. [Means for solving the problem]

[0007] The gist and configuration of the present invention are as follows. (1) A bead core embedded in each of a pair of bead portions; A carcass extending in a toroidal shape between the pair of bead cores, The carcass includes two carcass plies including a first carcass ply and a second carcass ply, in which carcass cords cross each other between layers, The covering rubber of the carcass ply has a loss tangent tanδ of 0.1 or less at 60°C, The first carcass ply includes a first carcass body portion that spans between the pair of bead portions in a toroidal shape, and a first carcass folded-up portion that extends from the first carcass body portion and is folded up around the bead core, A first conductive member is disposed along the first carcass ply, the first conductive member includes a first main body portion that spans the pair of bead portions in a toroidal shape, and a first folded-back portion that extends from the first main body portion and is folded back around the bead core, A conductive rubber member is disposed on an outer side in a radial direction of the tire of the crown portion of the carcass, a tire, characterized in that an end of the first carcass folded-up portion and an end of the first folded-up portion are located radially outward of an inner end of the conductive rubber member in the tire radial direction. Here, the term "loss tangent tan δ at 60° C." refers to the loss tangent measured using a spectrometer under the conditions of an atmospheric temperature of 60° C., a dynamic strain of 2%, and a frequency of 52 Hz.

[0008] (2) a bead core embedded in each of the pair of bead portions; A carcass extending in a toroidal shape between the pair of bead cores, The carcass includes two carcass plies including a first carcass ply and a second carcass ply, in which carcass cords cross each other between layers, The covering rubber of the carcass ply has a loss tangent tanδ of 0.1 or less at 60°C, The first carcass ply includes a first carcass body portion that spans between the pair of bead portions in a toroidal shape, and a first carcass folded-up portion that extends from the first carcass body portion and is folded up around the bead core, A first conductive member is disposed along the first carcass ply, the first conductive member includes a first main body portion that spans the pair of bead portions in a toroidal shape, and a first folded-back portion that extends from the first main body portion and is folded back around the bead core, A conductive rubber member is disposed on an outer side in a radial direction of the tire of the crown portion of the carcass, a tire, characterized in that an end of the first carcass folded-up portion and an end of the first folded-up portion are located on the inner side in a tire width direction than an outer end of the conductive rubber member in the tire width direction.

[0009] (3) The tire according to (1) or (2), wherein the carcass cord of the carcass ply of the tire is inclined at an angle of 80° to 88° with respect to the tire circumferential direction.

[0010] (4) The conductive rubber member has a volume resistivity of 1.0×10 9 The tire according to any one of (1) to (3), which has a compressive strength of Ω·cm or less. Effect of the Invention

[0011] According to the present invention, it is possible to provide a tire in which the rolling resistance of the tire is reduced while ensuring a conductive path. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram illustrating a first example of a tire structure. [Diagram 2] FIG. 4 is a diagram illustrating a second example of a tire structure. [Diagram 3] FIG. 1 is a diagram for explaining the arrangement of RFIDs. [Figure 4] FIG. 1 is a diagram for explaining the arrangement of RFIDs. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[0014] A tire according to an embodiment of the present invention will be described. Fig. 1 is a diagram showing a first example of a tire structure. In the diagram, only one half in the tire width direction with the tire equatorial plane as a boundary is shown, but the other half has the same structure.

[0015] As shown in FIG. 1, the tire 1 includes a pair of bead portions 2, a pair of sidewall portions (not shown) continuing to the pair of bead portions 2, and a tread 3 continuing between the pair of sidewall portions.

[0016] A bead core 2a is embedded in each of the pair of bead portions 2. Although not shown in the figure, a bead filler can be disposed on the outer side of the bead core 2a in the tire radial direction. In the illustrated example, the tread 3 is made up of a cap rubber 3a and a base rubber 3b located on the inner side of the cap rubber in the tire radial direction. On the other hand, the tread 3 can also be a single layer.

[0017] The tire 1 further includes a carcass 4 that spans a pair of bead portions 2 in a toroidal shape. The carcass 4 includes two carcass plies, a first carcass ply 4a and a second carcass ply 4b, in which the carcass cords cross each other between layers. The carcass plies 4a and 4b are formed by covering the carcass cords with a covering rubber. The carcass cords are not particularly limited, but may be, for example, organic fiber cords. The carcass cords are preferably inclined at an angle of 80° to 88° with respect to the tire circumferential direction. In this way, the carcass cords inclined at a high angle with respect to the tire circumferential direction cross each other between layers, thereby improving the rigidity in the tire rotation direction and improving the grip performance of the tire. The covering rubber of the carcass ply has a loss tangent tanδ of 0.1 or less at 60°C. By making the loss tangent tanδ of the covering rubber of the carcass ply 0.1 or less at 60°C, the rolling resistance of the tire can be reduced. On the other hand, from the viewpoint of ensuring fracture resistance, the loss tangent tanδ of the covering rubber of the carcass ply at 60°C is preferably 0.05 or more. The carcass ply 4a located on the inner side in the tire radial direction in the crown portion is composed of a first carcass body portion 4a1 that spans a pair of bead portions 2 in a toroidal shape, and a first carcass folded-up portion 4a2 that extends from the first carcass body portion 4a1 and is folded back around the bead core 2a. Similarly, the carcass ply 4b located on the outer side in the tire radial direction in the crown portion is composed of a second carcass body portion 4b1 that spans a pair of bead portions 2 in a toroidal shape, and a second carcass folded-up portion 4b2 that extends from the second carcass body portion 4b1 and is folded back around the bead core 2a. From the viewpoint of improving the rigidity of the tire sidewall portion, the ends of the first and second carcass folded-up portions 4a2, 4b2 are preferably positioned radially outward of the radially outer ends of the bead fillers.

[0018] In addition, in the tire 1, a first conductive member (in this example, a conductive fiber member) 11a is arranged along the first carcass ply 4a. The first conductive member 11a includes a first main body portion 11a1 that spans a pair of bead portions 2 in a toroidal shape, and a first folded-back portion 11a2 that extends from the first main body portion 11a1 and is folded back around the bead core 2a. In this example, the extension length of the first carcass ply 4a and the extension length of the first conductive member 11a are approximately the same. In the tire 1, a second conductive member (in this example, a conductive fiber member) 11b is arranged along the second carcass ply 4b. The second conductive member 11b is composed of a second main body portion 11b1 that spans a pair of bead portions 2 in a toroidal shape, and a second folded-back portion 11b2 that extends from the second main body portion 11b1 and is folded back around the bead core 2a. In this example, the extension length of the second carcass ply 4b and the extension length of the second conductive member 11b are approximately the same. The volume resistivity of the first conductive member 11a and the second conductive member 11b is, for example, 1.0×10 8 It is possible to achieve a resistance of Ω·cm or less.

[0019] In the illustrated example, the tire 1 includes a belt 5 on the tire radial outside of the crown portion of the carcass 4. The belt 5 is made of two belt layers 5a and 5b. Each of the belt layers 5a and 5b is made of a belt ply, and the belt ply is made of a belt cord covered with a belt covering rubber. The belt cord is not particularly limited, but may be inclined at an inclination angle of 20 to 40° with respect to the tire circumferential direction, for example. It is preferable that the belt cords cross each other between the layers. The loss tangent tanδ of the belt covering rubber at 60°C is preferably 0.12 to 0.2. By making the loss tangent tanδ of the belt covering rubber at 60°C 0.12 or more, it is possible to ensure fracture resistance, while by making the loss tangent tanδ of the belt covering rubber at 60°C 0.2 or less, it is possible to reduce rolling resistance. The volume resistivity of the belt covering rubber is 1.0×10 9It is preferable that the elastic modulus is Ω·cm or less. In the illustrated example, the width in the tire width direction of the belt layer 5a on the inner side in the tire radial direction is larger than the width in the tire width direction of the belt layer 5b on the outer side in the tire radial direction. On the other hand, the belt structure such as the number of belt layers, the inclination angle of the belt cord, and the width in the tire width direction of the belt layer can be various and is not limited to this example.

[0020] In the illustrated example, the tire 1 includes a belt reinforcing layer 6, one layer in the illustrated example, on the tire radial direction outer side of the belt 5. The belt reinforcing layer 6 is made of a belt reinforcing layer ply, and the belt reinforcing layer ply is formed by covering a belt reinforcing layer cord with a belt reinforcing layer covering rubber. The belt reinforcing layer cord is not particularly limited, but may extend in the tire circumferential direction, for example. The loss tangent tan δ of the belt reinforcing layer covering rubber at 60°C is preferably 0.12 to 0.2. By making the loss tangent tan δ of the belt reinforcing layer covering rubber at 60°C 0.12 or more, it is possible to ensure fracture resistance, while by making the loss tangent tan δ of the belt reinforcing layer covering rubber at 60°C 0.2 or less, it is possible to reduce rolling resistance. The volume resistivity of the belt reinforcing layer covering rubber is 1.0×10 9 It is preferable that the elastic modulus is Ω·cm or less. In the illustrated example, the width of the belt reinforcing layer 6 in the tire width direction is larger than the width of the belt layers 5a, 5b in the tire width direction. On the other hand, the reinforcing layer structure, such as the number of layers of the belt reinforcing layer, the inclination angle of the belt reinforcing layer cord, and the width of the belt reinforcing layer in the tire width direction, can be various and is not limited to this example.

[0021] As shown in Fig. 1, the tire 1 further includes a conductive rubber member 7 on the outer side in the tire radial direction of the crown portion of the carcass 4 and on the inner side in the tire radial direction of the belt 5. The volume resistivity of the conductive rubber member 7 is 1.0 x 10 9 It is preferable that the resistance be Ω·cm or less. This is because the conductivity is increased and static electricity can be more reliably released to the road surface through the conductive path. On the other hand, from the viewpoint of reducing rolling resistance as much as possible, it is preferable that the loss tangent tanδ of the conductive rubber member 7 at 60°C be 0.2 or less.

[0022] The tire 1 further includes a carcass chafer 8 around the bead core 2a (on the outer circumferential side of the carcass 4). A conductive rubber member 12 (of the same type (identical) as the conductive rubber member 7 in this example) is disposed around the bead core 2a (on the inner circumferential side of the carcass 4 around the bead core 2a). In the region on the inner side in the tire radial direction of the bead core 2a, a part of the conductive rubber member 12 seeps out by flowing between the cords of the carcass plies 4a and 4b during the manufacturing process, and is disposed in a region 9a between the carcass plies 4a and 4b and a region 9b between the carcass ply 4a and the carcass chafer 8.

[0023] In this tire 1, the conductive rubber member 7 is composed of a portion extending in the tire width direction on the tire radially outer side of the crown portion of the carcass 4, and a portion extending from an end in the tire width direction of the portion toward the tire radially inner side. In this tire 1, the end of the first carcass folded-up portion 4a2 and the end of the first folded-up portion 11a2 are located outside in the tire radial direction of the inner end of the conductive rubber member 7 in the tire radial direction. From the viewpoint of reducing the extending range of the conductive rubber member 7 as much as possible and reducing the number of members, it is preferable that the tire radially inner end of the conductive rubber member 7 is located outside in the tire radial direction of the end of the second carcass folded-up portion 4b2 and the end of the second folded-up portion 11b2. The effects of the tire of the first example will be described below.

[0024] The tire of the first example includes two carcass plies 4a, 4b in which carcass cords cross each other between layers, and the covering rubber of the carcass plies has a loss tangent tan δ of 0.1 or less at 60° C. Therefore, as described above, the grip performance of the tire can be improved while the rolling resistance can be reduced. On the other hand, in the first example, the loss tangent tan δ of the covering rubber of the carcass ply at 60° C. is 0.1 or less, and the electrical conductivity is low. In contrast, in the first example tire, the conductive rubber member 7 is arranged on the radially outer side of the crown portion of the carcass 4, and the end of the first carcass fold-back portion 4a2 and the end of the first fold-back portion 11a2 are located radially outward of the radially inner end of the conductive rubber member 7. As a result, as shown in Figure 1, a conductive path is established in the order of the gum chafer rubber 10 (in this example, the carcass chafer 8), the conductive rubber member 12, part of which has seeped out into the region 9b during the manufacturing process, the first folded portion 11a2 of the first conductive member 11a, the conductive rubber member 7, the belt covering rubber of the belt 5, and the tread 3, so that static electricity from the vehicle body can be dissipated to the road surface. As described above, according to the tire of the first example, it is possible to ensure a conductive path while reducing the rolling resistance of the tire. Furthermore, there is no need for the conductive rubber member 7 to be present in the region R1 in FIG. 1, and the carcass chafer 8 can also be eliminated if necessary, which is advantageous for reducing costs and weight of the tire by reducing the number of components.

[0025] Fig. 2 is a diagram showing a schematic diagram of a second example of a tire structure. Below, differences from the tire structure in Fig. 1 will be explained, and repeated explanation of configurations similar to those in the tire structure in Fig. 1 will be omitted.

[0026] In the example of FIG. 2, the end of the first carcass folded portion 4a2 and the end of the first folded portion 11a2 are located inward in the tire width direction from the ends of the belt layers 5a and 5b. The conductive rubber member 7 is located only on the tire radial direction outer side of the crown portion of the carcass 4 and extends in the tire width direction. In the illustrated example, the tire width direction end of the conductive rubber member 7 is located between the end of the belt layer 5a and the end of the belt layer 5b, but this is not limited to this case. The end of the first carcass folded portion 4a2 and the end of the first folded portion 11a2 are located inward in the tire width direction from the outer end of the conductive rubber member 7 in the tire width direction. The effects of the tire of the example shown in FIG. 2 will be described below.

[0027] 2 includes two carcass plies 4a, 4b in which carcass cords cross each other between layers, and the covering rubber of the carcass plies has a loss tangent tan δ of 0.1 or less at 60° C. Therefore, as described above, the grip performance of the tire can be improved while the rolling resistance can be reduced. On the other hand, in the example of FIG. 2, the covering rubber of the carcass ply has a loss tangent tan δ of 0.1 or less at 60° C., and has low electrical conductivity. In contrast, in the example tire of Figure 2, the conductive rubber member 7 is arranged on the tire radial outside of the crown portion of the carcass 4, and the end of the first carcass fold portion 4a2 and the end 11a2 of the first fold portion are located on the tire width direction inner side than the tire width direction outer end of the conductive rubber member 7. As a result, as shown in Figure 2, a conductive path is established in the order of the gum chafer rubber 10 (in this example, the carcass chafer 8), the conductive rubber member 12, part of which has seeped out into the region 9b during the manufacturing process, the first folded portion 11a2 of the first conductive member 11a, the conductive rubber member 7, the belt covering rubber of the belt 5, and the tread 3, so that static electricity from the vehicle body can be dissipated to the road surface. As described above, according to the tire of the example in FIG. 2, it is possible to ensure a conductive path while reducing the rolling resistance of the tire. Furthermore, there is no need for the conductive rubber member 7 to be present in the region R2 in FIG. 1, and the carcass chafer 8 can also be eliminated if necessary, which is advantageous for reducing costs and weight of the tire by reducing the number of components.

[0028] Here, the carcass cords of the carcass ply of the tire are preferably inclined at an angle of 80° to 88° with respect to the tire circumferential direction, because this can increase the rigidity in the tire rotational direction and improve grip performance. The conductive rubber material has a volume resistivity of 1.0×10 9 A resistance of Ω·cm or less is preferable, as this increases the electrical conductivity and allows static electricity to be more reliably released to the road surface through a conductive path.

[0029] The tire may include RF tags 91, 92 as communication devices. The RF tag includes an IC chip and an antenna. The RF tag may be, for example, sandwiched between a plurality of members of the same or different types that constitute the tire. In this way, the RF tag can be easily attached during tire production, and the productivity of tires equipped with the RF tag can be improved. In this example, the RF tag may be, for example, sandwiched between a bead filler and another member adjacent to the bead filler. The RF tag may be embedded in any of the members that constitute the tire. In this way, the load applied to the RF tag can be reduced compared to when the RF tag is sandwiched between a plurality of members that constitute the tire. This can improve the durability of the RF tag. In this example, the RF tag may be, for example, embedded in a rubber member such as a tread rubber or a side rubber. It is preferable that the RF tag is not placed at a position that is a boundary between members with different rigidity in the periphery length direction, which is a direction along the tire outer surface in a cross-sectional view in the tire width direction. In this way, the RF tag is not placed at a position where distortion is likely to concentrate due to a rigidity step. Therefore, the load applied to the RF tag can be reduced. This can improve the durability of the RF tag. In this example, it is preferable that the RF tag is not disposed at a position that is, for example, a boundary between an end of the carcass and a member adjacent to the end of the carcass (e.g., a side rubber, etc.) in a cross-sectional view in the tire width direction. The number of RF tags is not particularly limited. A tire may include only one RF tag, or may include two or more RF tags. Here, an RF tag is illustrated as an example of a communication device, but a communication device different from the RF tag may also be used.

[0030] The RF tag may be disposed, for example, in the tread portion of the tire. In this way, the RF tag is not damaged by a side cut of the tire. The RF tag may be disposed, for example, in the tread center portion in the tire width direction. The tread center portion is a position where deflection is unlikely to concentrate in the tread portion. In this way, the load applied to the RF tag can be reduced. This can improve the durability of the RF tag. In addition, it is possible to suppress the occurrence of a difference in communication with the RF tag from both outer sides of the tire in the tire width direction. In this example, the RF tag may be disposed, for example, within a range of 1 / 2 of the tread width with the tire equatorial plane as the center in the tire width direction. The RF tag may be disposed, for example, at the tread end in the tire width direction. When the position of the reader that communicates with the RF tag is predetermined, the RF tag may be disposed, for example, at the tread end on one side closer to the reader. In this example, the RF tag may be disposed, for example, within a range of 1 / 4 of the tread width with the tread end as the outer end in the tire width direction.

[0031] The RF tag may be disposed, for example, on the tire cavity side of a carcass including one or more carcass plies that spans between bead portions. In this way, the RF tag is less likely to be damaged by impacts applied from the outside of the tire, or damage such as side cuts and nail penetration. As an example, the RF tag may be disposed in close contact with the surface of the carcass on the tire cavity side. As another example, when there is another member on the tire cavity side of the carcass, the RF tag may be disposed, for example, between the carcass and another member located on the tire cavity side of the carcass. An example of another member located on the tire cavity side of the carcass is an inner liner that forms the tire inner surface. As another example, the RF tag may be attached to the tire inner surface facing the tire cavity. By configuring the RF tag to be attached to the tire inner surface, it is easy to attach the RF tag to the tire and to inspect and replace the RF tag. In other words, the attachability and maintainability of the RF tag can be improved. In addition, by attaching the RF tag to the inner surface of the tire, it is possible to prevent the RF tag from becoming the core of tire failure, compared to a configuration in which the RF tag is embedded in the tire. Furthermore, when the carcass has multiple carcass plies and there is a position where multiple carcass plies are overlapped, the RF tag may be disposed between the overlapped carcass plies.

[0032] The RF tag may be disposed, for example, in the tread portion of the tire, on the outer side in the tire radial direction of the belt including one or more belt plies. As an example, the RF tag may be disposed on the outer side in the tire radial direction of the belt and in close contact with the belt. In addition, as another example, in the case where a reinforcing belt layer is provided, the RF tag may be disposed on the outer side in the tire radial direction of the reinforcing belt layer and in close contact with the reinforcing belt layer. In addition, as another example, the RF tag may be embedded in the tread rubber on the outer side in the tire radial direction of the belt. By disposing the RF tag on the outer side in the tire radial direction of the belt in the tread portion of the tire, communication with the RF tag from the outside of the tire in the tire radial direction is unlikely to be hindered by the belt. Therefore, it is possible to improve the communication with the RF tag from the outside of the tire in the tire radial direction. In addition, the RF tag may be disposed, for example, in the tread portion of the tire, on the inner side in the tire radial direction of the belt. In this way, the outer side in the tire radial direction of the RF tag is covered by the belt, so that the RF tag is unlikely to be damaged by impact from the tread surface or nail penetration. As one example, the RF tag may be disposed in the tread portion of the tire between the belt and the carcass located radially inward of the belt. In addition, if the belt has a plurality of belt plies, the RF tag may be disposed in the tread portion of the tire between any two belt plies. In this manner, the outer side of the RF tag in the radial direction of the tire is covered by one or more belt plies, so that the RF tag is less susceptible to damage from impacts from the tread surface, nail penetration, and the like.

[0033] In the case of truck and bus tires, the RF tag may be arranged, for example, sandwiched between the cushion rubber and the tread rubber or between the cushion rubber and the side rubber. In this way, the impact on the RF tag can be mitigated by the cushion rubber. Therefore, the durability of the RF tag can be improved. The RF tag may be embedded, for example, in the cushion rubber. Furthermore, the cushion rubber may be composed of a plurality of adjacent rubber members of the same or different types. In such a case, the RF tag may be arranged, sandwiched between a plurality of rubber members constituting the cushion rubber.

[0034] The RF tag may be disposed, for example, at a sidewall or bead of the tire. The RF tag may be disposed, for example, at one sidewall or one bead that is closer to a reader that can communicate with the RF tag. In this way, the communication between the RF tag and the reader can be improved. As an example, the RF tag may be disposed between the carcass and the side rubber, or between the tread rubber and the side rubber. The RF tag may be disposed, for example, between the position where the tire is at its maximum width and the position of the tread surface in the tire radial direction. In this way, the communication with the RF tag from the outside of the tire in the tire radial direction can be improved compared to a configuration in which the RF tag is disposed on the inner side in the tire radial direction from the position where the tire is at its maximum width. The RF tag may be disposed, for example, on the inner side in the tire radial direction from the position where the tire is at its maximum width. In this way, the RF tag is disposed near the bead portion that has high rigidity. Therefore, the load applied to the RF tag can be reduced. This can improve the durability of the RF tag. As an example, the RF tag may be disposed at a position adjacent to the bead core in the tire radial direction or the tire width direction. Distortion is less likely to concentrate near the bead core. Therefore, the load applied to the RF tag can be reduced. This improves the durability of the RF tag. In particular, it is preferable that the RF tag is disposed in a position radially inward of the maximum tire width position and radially outward of the bead core of the bead portion. In this manner, the durability of the RF tag can be improved, and communication between the RF tag and a reader is less likely to be hindered by the bead core, improving the communication performance of the RF tag. In addition, when the side rubber is composed of multiple rubber members of the same or different types adjacent to each other in the tire radial direction, the RF tag may be disposed by being sandwiched between the multiple rubber members constituting the side rubber.

[0035] In the case of a passenger vehicle tire, the RF tag may be sandwiched between the bead filler and a member adjacent to the bead filler. In this way, the RF tag can be placed at a position where distortion is less likely to concentrate due to the placement of the bead filler. Therefore, the load applied to the RF tag can be reduced. This can improve the durability of the RF tag. The RF tag may be sandwiched between, for example, the bead filler and the carcass. A portion of the carcass that sandwiches the RF tag together with the bead filler may be located outside the bead filler in the tire width direction, or may be located inside the tire width direction. When a portion of the carcass that sandwiches the RF tag together with the bead filler is located outside the bead filler in the tire width direction, the load applied to the RF tag due to impact or damage from the outside of the tire in the tire width direction can be further reduced. This can further improve the durability of the RF tag. In addition, the bead filler may have a portion that is located adjacent to the side rubber. In this case, the RF tag may be disposed by being sandwiched between the bead filler and the side rubber. Furthermore, the bead filler may have a portion disposed adjacent to the rubber chafer. In this case, the RF tag may be disposed by being sandwiched between the bead filler and the rubber chafer.

[0036] In the case of truck and bus tires, the RF tag may be sandwiched between the stiffener and a member adjacent to the stiffener. In this way, the RF tag can be placed at a position where distortion is less likely to concentrate due to the placement of the stiffener. Therefore, the load applied to the RF tag can be reduced. This improves the durability of the RF tag. The RF tag may be sandwiched between the stiffener and the side rubber, for example. The RF tag may also be sandwiched between the stiffener and the carcass, for example. The part of the carcass that sandwiches the RF tag together with the stiffener may be located on the outer side in the tire width direction relative to the stiffener, or may be located on the inner side in the tire width direction. When the part of the carcass that sandwiches the RF tag together with the stiffener is located on the outer side in the tire width direction relative to the stiffener, the load applied to the RF tag due to impact or damage from the outside of the tire in the tire width direction can be further reduced. This improves the durability of the RF tag. The stiffener may have a portion disposed adjacent to the rubber chafer. In this case, the RF tag may be disposed sandwiched between the stiffener and the rubber chafer. The stiffener may have a portion adjacent to the hat rubber on the outer side in the tire width direction. In this case, the RF tag may be disposed sandwiched between the stiffener and the hat rubber. The stiffener may be composed of a plurality of rubber members having different hardnesses. In this case, the RF tag may be disposed sandwiched between a plurality of rubber members constituting the stiffener. The RF tag may be disposed sandwiched between the hat rubber and a member adjacent to the hat rubber. The RF tag may be disposed sandwiched between, for example, the hat rubber and the carcass ply. In this way, the impact on the RF tag can be mitigated by the hat rubber. Therefore, the durability of the RF tag can be improved.

[0037] The RF tag may be disposed, for example, sandwiched between the rubber chafer and the side rubber. In this way, the RF tag can be disposed at a position where distortion is less likely to be concentrated due to the placement of the rubber chafer. Therefore, the load applied to the RF tag can be reduced. This allows the durability of the RF tag to be improved. The RF tag may be disposed, for example, sandwiched between the rubber chafer and the carcass. In this way, the load applied to the RF tag due to impact or damage from the rim can be reduced. This allows the durability of the RF tag to be improved.

[0038] In the case of truck and bus tires, the RF tag may be sandwiched between the nylon chafer and another member adjacent to the nylon chafer on the outer side or inner side in the tire width direction. In this way, the position of the RF tag is less likely to fluctuate when the tire is deformed. Therefore, the load applied to the RF tag when the tire is deformed can be reduced. This can improve the durability of the RF tag. The nylon chafer may have a portion adjacent to the rubber chafer on the outer side in the tire width direction, for example. In this case, the RF tag may be sandwiched between the nylon chafer and the rubber chafer. The nylon chafer may have a portion adjacent to the side rubber on the outer side in the tire width direction, for example. In this case, the RF tag may be sandwiched between the nylon chafer and the side rubber. The nylon chafer may have a portion adjacent to the stiffener on the inner side in the tire width direction, for example. In this case, the RF tag may be sandwiched between the nylon chafer and the stiffener. Moreover, the nylon chafer may have a portion adjacent to the hat rubber, for example, on the inner side in the tire width direction. In such a case, the RF tag may be arranged by being sandwiched between the nylon chafer and the hat rubber. Furthermore, the nylon chafer may have a portion adjacent to the carcass, for example, on the inner side in the tire width direction. In such a case, the RF tag may be arranged by being sandwiched between the nylon chafer and the carcass. Furthermore, the nylon chafer may have a portion adjacent to the wire chafer, for example, on the inner side in the tire width direction. In such a case, the RF tag may be arranged by being sandwiched between the nylon chafer and the wire chafer. In this way, the RF tag may be arranged by being sandwiched between the nylon chafer and another member adjacent to the outer side or inner side of the nylon chafer in the tire width direction. In particular, by covering the outer side of the RF tag in the tire width direction with the nylon chafer, the load applied to the RF tag due to impact or damage from the outside of the tire in the tire width direction can be further reduced. Therefore, the durability of the RF tag can be further improved.

[0039] The RF tag may be sandwiched between the wire chafer and another member adjacent to the wire chafer on the inner or outer side in the tire width direction. In this way, the position of the RF tag is less likely to fluctuate when the tire is deformed. Therefore, the load applied to the RF tag when the tire is deformed can be reduced. This can improve the durability of the RF tag. The other member adjacent to the wire chafer on the inner or outer side in the tire width direction may be, for example, a rubber member such as a rubber chafer. Also, the other member adjacent to the wire chafer on the inner or outer side in the tire width direction may be, for example, a carcass.

[0040] In the case of a passenger vehicle tire, a belt reinforcing layer may be further provided on the radially outer side of the belt. For example, the belt reinforcing layer may be formed by winding a cord made of polyethylene terephthalate continuously in a spiral shape in the tire circumferential direction. Here, the cord may be 6.9×10 -2 The belt reinforcement layer may be formed by applying an adhesive treatment under a tension of 29.4 N / tex or more, and may have an elastic modulus of 2.5 mN / dtex·% or more when a load of 29.4 N is applied, as measured at 160°C. Furthermore, the belt reinforcement layer may be disposed so as to cover the entire belt, or may be disposed so as to cover only both ends of the belt. Furthermore, the winding density per unit width of the belt reinforcement layer may vary depending on the position in the width direction. In this way, road noise and flat spots can be reduced without reducing high-speed durability.

[0041] [Contribution to the United Nations-led Sustainable Development Goals (SDGs)] The SDGs have been proposed to realize a sustainable society. One embodiment of the present invention is considered to be a technology that can contribute to the achievement of "No. 7_Affordable and Clean Energy for All" and "No. 13_Concrete Actions Against Climate Change." [Explanation of symbols]

[0042] 1: Tires, 2: bead portion, 2a: bead core, 3: tread portion, 4: carcass, 4a, 4b: carcass ply, 5: belt; 5a, 5b: belt layer; 6: belt reinforcing layer; 7: conductive rubber member; 7a: conductive rubber member main body; 7b: conductive rubber member folded portion; 8: Carcass Chafer, 9a, 9b: Areas where the conductive rubber member 12 has seeped out, 10: gum chafer rubber, 11a: first conductive member, 11b: second conductive member, 12: conductive rubber member, 91, 92: communication device, 100: tire building drum; 200: first carcass member; 201: carcass cord of a first carcass member; 300: second carcass member; 301: carcass cord of the second carcass member; 400: Conductive rubber material

Claims

1. a bead core embedded in each of the pair of bead portions; A carcass extending in a toroidal shape between the pair of bead cores, The carcass includes two carcass plies including a first carcass ply and a second carcass ply, in which carcass cords cross each other between layers, The covering rubber of the carcass ply has a loss tangent tanδ of 0.1 or less at 60 ° C., The first carcass ply includes a first carcass body portion that spans between the pair of bead portions in a toroidal shape, and a first carcass folded-up portion that extends from the first carcass body portion and is folded up around the bead core, A first conductive member is disposed along the first carcass ply; the first conductive member includes a first main body portion that spans the pair of bead portions in a toroidal shape, and a first folded-back portion that extends from the first main body portion and is folded back around the bead core, A conductive rubber member is disposed on an outer side in a radial direction of the tire of the crown portion of the carcass, a tire, wherein an end of the first carcass folded-up portion and an end of the first folded-up portion are located radially outward of an inner end of the conductive rubber member in the tire radial direction.

2. a bead core embedded in each of the pair of bead portions; A carcass extending in a toroidal shape between the pair of bead cores, The carcass includes two carcass plies including a first carcass ply and a second carcass ply, in which carcass cords cross each other between layers, The covering rubber of the carcass ply has a loss tangent tanδ of 0.1 or less at 60 ° C., The first carcass ply includes a first carcass body portion that spans between the pair of bead portions in a toroidal shape, and a first carcass folded-up portion that extends from the first carcass body portion and is folded up around the bead core, A first conductive member is disposed along the first carcass ply; the first conductive member includes a first main body portion that spans the pair of bead portions in a toroidal shape, and a first folded-back portion that extends from the first main body portion and is folded back around the bead core, A conductive rubber member is disposed on an outer side in a radial direction of the tire of the crown portion of the carcass, a tire, wherein an end of the first carcass folded-up portion and an end of the first folded-up portion are located on the inner side in a tire width direction than an outer end of the conductive rubber member in the tire width direction.

3. 3. The tire according to claim 1, wherein the carcass cord of the carcass ply of the tire is inclined at an angle of 80° to 88° with respect to the tire circumferential direction.

4. The conductive rubber member has a volume resistivity of 1.0×10 ９ 3. The tire according to claim 1 or 2, having a compressive strength of Ω·cm or less.

Images