Bias tire

Abstract

To provide a bias tire 2 capable of suppressing a decrease in durability due to incorporation of an electronic component.SOLUTION: A bias tire 2 includes: a frame body 60 including a pair of beads 8 and a carcass 10 extending across the pair of beads 8; a tread 4; a pair of side walls 6; and an electronic component 14. The frame body 60 includes at least two frame segments 62. Each frame segment 62 has a pair of bead cores 64 and at least one carcass ply 66. The electronic component 14 is arranged at a position between adjacent two frame segments 60, the position being in between a folding part 52 of a winding ply 66 located in the outermost side of the frame segment 60 positioned inside, and the carcass ply 66 located in the innermost side of the frame segment 60 positioned outside.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] Tires may be fitted with electronic components such as RFID (Radio Frequency Identification) tags. One method for attaching electronic components to tires is to attach them to the surface of the tire, but this method has the problem that the electronic components are prone to falling off the tire while the tire is in motion.

[0003] Also, a method has been proposed in which electronic components are attached to tires by embedding them inside the tire (see Patent Document 1). This method makes it possible to prevent the electronic components from falling off the tire while the tire is running. However, depending on the mounting position of the electronic components, there is a concern that the durability of the tire may decrease. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2021-116027 A Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to provide a bias tire capable of suppressing a decrease in durability caused by incorporating electronic components. [Means for solving the problem]

[0006] The bias tire according to the present invention includes a frame body including a pair of beads and a carcass extending between the pair of beads, a tread located radially outside the frame body and in contact with the road surface, a pair of sidewalls connected to the ends of the tread and located axially outside the frame body, and electronic components. The frame body is composed of at least two frame segments. Each of the frame segments has a pair of bead cores and at least one carcass ply extending between the pair of bead cores. The frame body is configured such that the inner frame segment is covered by the outer frame segment, and the innermost frame segment is the inner frame segment, and the outermost frame segment is the outer frame segment. In each of the frame segments, at least one of the carcass plies has a ply body and a pair of turn-up portions connected to the ply body, and the turn-up portions are turned up at the bead core from the inner side to the outer side in the tire axial direction. Each carcass ply constituting the carcass includes a large number of carcass cords arranged in parallel, and each of the carcass cords is inclined with respect to the equatorial plane. The electronic component is disposed between two adjacent frame segments, between the folded-up portion of the outermost winding ply of the innermost frame segment of the two frame segments and the innermost carcass ply of the outermost frame segment. Effect of the Invention

[0007] According to the present invention, a bias tire can be provided that can suppress a decrease in durability caused by incorporating electronic components. [Brief description of the drawings]

[0008] [Figure 1] 1 is a cross-sectional view showing a portion of a bias tire according to a first embodiment. [Diagram 2] FIG. 2 is a cross-sectional view showing a portion of the tire of FIG. [Diagram 3] FIG. 3 is a cross-sectional view showing the same location as FIG. 2. [Figure 4] FIG. 2 is a schematic diagram illustrating a configuration of a carcass. [Diagram 5] FIG. [Figure 6] FIG. 6 is a cross-sectional view taken along line VV in FIG. 5. [Figure 7] FIG. 6 is a cross-sectional view showing a portion of a bias tire according to a second embodiment. [Figure 8] FIG. 11 is a cross-sectional view showing a part of a bias tire according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] The tire of the present invention is mounted on a rim. Air is filled inside the tire, and the internal pressure of the tire is adjusted. The tire mounted on the rim is also called a tire-rim assembly. The tire-rim assembly includes a rim and a tire mounted on the rim.

[0010] In the present invention, a state in which a tire is mounted on a standard rim, the internal pressure of the tire is adjusted to a standard internal pressure, and no load is applied to the tire is called a standard state.

[0011] In the present invention, unless otherwise specified, the dimensions and angles of each part of the tire are measured in a normal state. The dimensions and angles of each part in the meridian section of the tire, which cannot be measured when the tire is mounted on a regular rim, are measured on the cut surface of the tire obtained by cutting the tire along a plane including the axis of rotation. In this measurement, the tire is set so that the distance between the left and right beads is the same as the distance between the beads of the tire mounted on a regular rim. The tire configuration that cannot be confirmed when the tire is mounted on a regular rim is confirmed on the aforementioned cut surface.

[0012] A genuine rim is a rim that is specified in the standard on which the tire is based. The "standard rim" in the JATMA standard, the "Design Rim" in the TRA standard, and the "Measuring Rim" in the ETRTO standard are genuine rims.

[0013] Normal tire pressure means the internal pressure specified in the standard on which the tire is based. The "maximum air pressure" in the JATMA standard, the "maximum value" listed in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the TRA standard, and the "INFLATION PRESSURE" in the ETRTO standard are normal tire pressures.

[0014] Normal load refers to the load specified in the standard on which the tire is based. The "maximum load capacity" in the JATMA standard, the "maximum value" listed in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the TRA standard, and the "LOAD CAPACITY" in the ETRTO standard are normal loads.

[0015] In the present invention, the tread portion of a tire is the portion of the tire that comes into contact with the road surface. The bead portion is the portion of the tire that fits onto the rim. The sidewall portion is the portion of the tire that bridges between the tread portion and the bead portion. A tire has the following portions: a tread portion, a pair of bead portions, and a pair of sidewall portions.

[0016] [Foundations underlying the present invention] As already explained, tires may be fitted with electronic components. In recent years, it has been proposed to attach an RFID tag to a tire in order to monitor various data of the pneumatic tire and improve safety and maintainability while the vehicle is traveling. The RFID tag is a type of electronic component and is capable of recording the various data. Proposed methods for attaching the RFID tag to the tire include attaching the tag to the surface of the tire with an adhesive or embedding the tag inside the tire. The former method of attaching the RFID tag to the surface of the tire had the problem that the RFID tag was prone to falling off while the vehicle was moving, while the latter method of embedding the RFID tag inside the tire had the problem that the durability of the tire could be reduced depending on the location where the RFID tag was attached, although there was no risk of the RFID tag falling off while the vehicle was moving. Therefore, methods for arranging electronic components while suppressing deterioration in durability have been studied mainly in radial tires for passenger cars, trucks, and buses. For example, Patent Document 1 describes that the sidewall part of the tire where the reinforcing layer is provided is preferable as the mounting position of the electronic components.

[0017] Bias tires are still widely used on industrial vehicles such as forklifts. Bias tires have multiple crossed carcass plies arranged according to the load, and the entire tire is deflected to absorb the load. Due to the characteristics of the structure, bias tires tend to have high rigidity in the sidewalls, and damage to the tire can occur from localized distortion in the sidewalls. For this reason, it was considered preferable to mount electronic components in bias tires while avoiding the sidewall portion of the tire. Therefore, in order to obtain a bias tire that can suppress the decrease in durability caused by the incorporation of electronic components, the inventors considered the location of mounting the electronic components while taking into account the characteristics of the bias tire, and have completed the invention described below.

[0018] [Details of the embodiment of the present invention] Hereinafter, the present invention will be described in detail based on preferred embodiments with appropriate reference to the drawings. In the following description of the embodiment, an example of a bias tire equipped with a tag member including an RFID tag will be described as an electronic component.

[0019] (First embodiment) 1 shows a part of a bias tire 2 (hereinafter, referred to as tire 2) according to one embodiment of the present invention. This tire 2 is mounted on an industrial vehicle such as a forklift.

[0020] FIG. 1 shows a portion of a cross section of a tire 2 taken along a plane including the rotation axis (not shown) of the tire 2. The cross section shown in FIG. 1 is also called a meridian cross section. The direction indicated by the double arrow AD is the axial direction of the tire 2. The axial direction of the tire 2 means a direction parallel to the rotation axis of the tire 2. The direction indicated by the double arrow RD is the radial direction of the tire 2. The direction perpendicular to the plane of FIG. 1 is the circumferential direction of the tire 2. In FIG. 1, a dashed dotted line CL extending in the radial direction represents the equatorial plane of the tire 2. The cross section shown in Figures 2 and 3 is a part of the meridian cross section shown in Figure 1. Figures 2 and 3 show a part of the sidewall portion and the bead portion. Figures 2 and 3 show the same part of the tire 2. In Fig. 3, the solid line BBL extending in the axial direction is the bead base line. The bead base line is a line that defines the rim diameter of the rim R (see JATMA, etc.).

[0021] The tire 2 is mounted on a rim R. The inside of the tire 2 is filled with air, for example, and the internal pressure is adjusted. Although not described in detail, the rim R is a regular rim. Although not shown, a tube is inserted inside the tire 2, and the inside of the tube is filled with air. The tire 2 is a tube type. The tire 2 may be a tubeless type.

[0022] The tire 2 includes a tread 4, a pair of sidewalls 6, a pair of beads 8, a carcass 10, a pair of chafers 12, an inner liner 22, and a tag member 14. In the tire 2, a structure formed of a pair of beads 8 and a carcass 10 extending between the pair of beads 8 is referred to as a frame body 60. In other words, the frame body 60 includes a pair of beads 8 and a carcass 10 extending between the pair of beads 8. The frame body 60 is formed of a plurality of frame segments 62.

[0023] The tread 4 is located radially outside the carcass 10. The tread 4 extends in the circumferential direction. The tire 2 comes into contact with the road surface at a tread surface 16. The outer surface of the tread 4 includes the tread surface 16 that comes into contact with the road surface. The outer surface 2G of the tire 2 includes the tread surface 16. 1, the position indicated by the symbol PC is the intersection point between the tread surface 16 and the equatorial plane. The intersection point PC is also called the equator of the tire 2. The tread surface 16 includes the equator PC. The tread 4 is made of cross-linked rubber. Of the tread 4, a portion including a tread surface 16 is made of cross-linked rubber in consideration of grip performance. The tread 4 is a main element of the tread portion. Although not described in detail, the tread 4 is made of a cross-linked rubber that is generally used as a cross-linked rubber for the tread of a bias tire.

[0024] Although not described in detail, a plurality of lug grooves 18 are formed in the tread 4 of the tire 2. The tread 4 includes a plurality of lug grooves 18. Each of the lug grooves 18 extends from the equatorial plane side toward the outside in the axial direction. The lug grooves 18 are also called lateral grooves. Although not shown, the tread 4 of the tire 2 is formed with two lug groove row 20 in which a plurality of lug grooves 18 are arranged in the circumferential direction. One lug groove row 20 (hereinafter, first lug groove row 20a) is formed in the left region across the equatorial plane. The other lug groove row 20 (hereinafter, second lug groove row 20b) is formed in the right region. The lug grooves 18 of the first lug groove row 20a and the lug grooves 18 of the second lug groove row 20b are arranged alternately in the circumferential direction.

[0025] Each sidewall 6 is continuous with an edge of the tread 4. The sidewall 6 is located radially inward of the tread 4. The sidewall 6 is located axially outward of the carcass 10. The sidewall 6 is made of crosslinked rubber. The sidewall 6 is softer than the tread 4. The sidewall 6 is a main element of the sidewall portion. The sidewall 6 constitutes a side surface 2S of the tire 2. The side surface 2S of the tire 2 forms part of the outer surface 2G of the tire 2. Although not described in detail, the sidewall 6 is made of a crosslinked rubber that is generally used as a crosslinked rubber for the sidewall of a bias tire.

[0026] The frame body 60 is provided on the inner surface 2N side of the tire 2 and functions as a framework that maintains the shape of the tire 2. As described above, the frame body 60 includes a pair of beads 8 and the carcass 10. The frame body 60 is composed of a plurality of frame segments 62. In the tire 2, the frame body 60 is composed of two frame segments 62. Of the two frame segments, the frame segment arranged on the inner surface 2N side is the inner frame segment 62U, and the frame segment arranged on the outer surface 2G side is the outer frame segment 62S.

[0027] Each frame segment 62 has a pair of bead cores and at least one carcass ply spanning between the pair of bead cores. The inner frame segment 62U has a pair of inner bead cores 64U and three inner carcass plies 66U (66U1 to 66U3). Furthermore, the inner frame segment 62U has an inner bead apex 68U on the radially outer side of each of the inner bead cores 64U. The inner bead cores 64U and the inner bead apex 68U are collectively referred to as an inner bead 8U.

[0028] The outer frame segment 62S has a pair of outer bead cores 64S and three outer carcass plies 66S (66S1 to 66S3). Furthermore, the outer frame segment 62S has an outer bead apex 68S on the radially outer side of each of the outer bead cores 64S. The outer bead cores 64S and the outer bead apex 68S are collectively referred to as an outer bead 8S.

[0029] The outer frame segment 62S is provided so as to cover the outer periphery of the inner frame segment 62U. More specifically, the outer carcass ply 66S is provided so as to cover the outer periphery of the inner carcass ply 66U, the inner bead core 64U of the inner frame segment 62U and the outer bead core 64S of the outer frame segment 62S are aligned in the axial direction, and the outer bead core 64S is located axially outboard of the inner bead core 64U.

[0030] The bead portion of the tire 2 has a double bead structure in which an inner bead core 64U and an outer bead core 64S are arranged in the axial direction on each side of the tire equatorial plane. The double bead structure can reduce the risk of the bead core breaking when the tire 2 is mounted on the rim R. In addition, shear strain is less likely to occur in the bead portion around the bead core even when a load is applied to the tire. Therefore, when the tag member 14 is attached at a position described below, the tag member 14 is less likely to be affected by shear strain, and the tag member 14 is less likely to be damaged.

[0031] The carcass ply 66 of each frame segment 62 is provided radially inward of the tread 4 and axially inward of the sidewall 6 . The bead core 64 and the bead apex 68 of each frame segment 62 are the main elements of the bead portion of the tire 2 .

[0032] Each bead core 64 extends in the circumferential direction. Although not shown, each bead core 64 includes a steel wire. Each bead apex 68 is located radially outside the bead core 64. Each bead apex 68 tapers toward its radially outer end. Of the outer ends of each bead apex 68, the outer end located most axially outward is the radially outer end PA of the bead 8. In this tire 2, the radially outer end of the bead 8 is located radially outside the radially outer end PG of the rim R. Each bead apex 68 is made of crosslinked rubber having high rigidity.

[0033] A pair of beads 8 are disposed on either side of the equatorial plane. In describing the tire 2, when a bead 8 located on one side of the equatorial plane and a bead 8 located on the other side of the equatorial plane are to be distinguished, the bead 8 located on the left side in FIG. 1 will be called a first bead 8a, and the bead 8 located on the right side will be called a second bead 8b.

[0034] Each chafer 12 is located radially inside the bead 8. The chafer 12 contacts the rim R. In the tire 2, the chafer 12 is made of a cloth and rubber impregnated into the cloth. 2, an inner end 12U of the chafer 12 constitutes a part of the inner surface of the tire. An outer end 12S of the chafer 12 is located radially outward from the inner end 12U.

[0035] The inner liner 22 is positioned inside the carcass 10. The inner liner 22 constitutes an inner surface 2N of the tire 2. The inner liner 22 is made of crosslinked rubber having excellent air blocking properties. The inner liner 22 maintains the internal pressure of the tire 2.

[0036] The carcass 10 is located on the inside of the tread 4 and the pair of sidewalls 6. The carcass 10 spans between the pair of beads 8. The carcass 10 is composed of a plurality of carcass plies.

[0037] The position indicated by the symbol PW in FIG. The maximum width position PW of the tire 2 is identified when the tire 2 is in a normal state.

[0038] The carcass 10 is composed of at least two carcass plies. That is, it is sufficient that there is one carcass ply constituting the inner frame segment and one carcass ply constituting the outer frame segment. In the tire 2 shown in Figures 1 to 3, the carcass 10 is composed of eight carcass plies 66. Of these, three are carcass plies that configure the inner frame segment, and the other three are carcass plies that configure the outer frame segment. The remaining two carcass plies 66 are hanger plies, which will be described later.

[0039] Fig. 4 shows the configuration of the carcass 10. The direction indicated by the double arrow AD is the axial direction of the tire 2. The direction indicated by the double arrow CD is the circumferential direction of the tire 2. The direction perpendicular to the paper surface of Fig. 4 is the radial direction of the tire 2. The configuration of the carcass 10 shown in Fig. 4 is the configuration of the carcass 10 on the radially inner side of the tread 4.

[0040] 4, each carcass ply 66 includes a number of parallel carcass cords 28. For ease of explanation, the carcass cords 28 are represented by solid lines, but in the carcass ply 66, the carcass cords 28 are covered with the topping rubber 30. In each carcass ply 66, the carcass cords 28 do not intersect perpendicularly to the equatorial plane, but intersect obliquely with respect to the equatorial plane. The carcass cords 28 are inclined with respect to the equatorial plane. The carcass 10 has a bias structure. The carcass 10 is a carcass with a bias structure.

[0041] The carcass cord 28 may be a steel cord or a cord made of organic fiber. When the carcass cord 28 is a cord made of organic fiber, disturbance of radio waves is easily suppressed, and a good communication environment with the tag member 14 is easily ensured. When the carcass cords 28 are made of organic fibers, examples of the organic fibers include nylon fibers, rayon fibers, polyester fibers, and aramid fibers.

[0042] 4, between two radially adjacent carcass plies 66, the inclination direction of the carcass cord 28 included in one carcass ply 66 is opposite to the inclination direction of the carcass cord 28 included in the other carcass ply 66. The carcass cord 28 included in one carcass ply 66 intersects with the carcass cord 28 included in the other carcass ply 66.

[0043] In Fig. 4, an angle indicated by a symbol α1 is an angle that the carcass cord 28 included in the inner first carcass ply 66U1 makes with respect to the equatorial plane. An angle indicated by a symbol α2 is an angle that the carcass cord 28 included in the inner second carcass ply 66U2 makes with respect to the equatorial plane. An angle indicated by a symbol α3 is an angle that the carcass cord 28 included in the inner third carcass ply 66U3 makes with respect to the equatorial plane.

[0044] In Fig. 4, an angle indicated by β1 is an angle that the carcass cord 28 included in the outer first carcass ply 66S1 makes with respect to the equatorial plane. An angle indicated by β2 is an angle that the carcass cord 28 included in the outer second carcass ply 66S2 makes with respect to the equatorial plane. An angle indicated by β3 is an angle that the carcass cord 28 included in the outer third carcass ply 66S3 makes with respect to the equatorial plane.

[0045] 4, the angle indicated by the symbol γ1 is the angle that the carcass cord 28 included in the first hanger ply 42A makes with respect to the equatorial plane, and the angle indicated by the symbol γ2 is the angle that the carcass cord 28 included in the second hanger ply 42B makes with respect to the equatorial plane.

[0046] As described above, the carcass 10 of the tire 2 has a bias structure. The inclination angle α1 of the carcass cords 28 included in the inner first carcass ply 66U1, the inclination angle α2 of the carcass cords 28 included in the inner second carcass ply 66U2, and the inclination angle α3 of the carcass cords 28 included in the inner third carcass ply 66U3 are preferably 25 degrees or more and 45 degrees or less. α1, α2, and α3 may all be the same or all different. Only two of the values ​​of α1, α2, and α3 may be the same.

[0047] The inclination angle β1 of the carcass cords 28 included in the outer first carcass ply 66S1, the inclination angle β2 of the carcass cords 28 included in the outer second carcass ply 66S2, and the inclination angle β3 of the carcass cords 28 included in the outer third carcass ply 66S3 are preferably 25 degrees or more and 45 degrees or less. β1, β2, and β3 may all be the same or all different. Only any two of the values ​​of β1, β2, and β3 may be the same.

[0048] The inclination angle γ1 of the carcass cord 28 included in the first hanger ply 42A and the inclination angle γ2 of the carcass cord 28 included in the second hanger ply 42B are both preferably 25 degrees or more and 45 degrees or less. γ1 and γ2 may be the same or different.

[0049] 1 to 4 is composed of eight carcass plies 66. The carcass 10 of the tire 2 includes two different types of carcass plies 66. The first type of carcass ply 66 is a type of carcass ply 66 that is turned up around the bead core 64. The carcass ply 66 that is turned up around the bead core 64 is also called a turn-up ply. The second type of carcass ply 66 is a type of carcass ply 66 that is not turned up at the bead core 64. The carcass ply 66 that is not turned up at the bead core 64 is also called a hanger ply.

[0050] In the present invention, the turnup ply refers to the carcass ply 66 that is folded back at the bead core 64 so that both ends of the carcass ply 66 are located radially outside the bead 8. If the ends of the carcass ply 66 are not located radially outside the bead core 64 as a result of folding back the carcass ply 66 at the bead 8 (bead core 64), then the carcass ply 66 is not a turnup ply but a hanger ply.

[0051] As described above, the carcass 10 of the tire 2 is composed of eight carcass plies 66. Three of the eight carcass plies 66 are inner carcass plies 66U that are laid between a pair of inner bead cores 64U. All of the three inner carcass plies 66U are turnup plies 66U. Both of these turnup plies are turned up at the inner bead core 64U.

[0052] Each of the three wraparound plies (inner carcass plies) 66U includes a ply body 50U and a pair of turn-up portions 52U. The ply body 50U spans between a pair of inner bead cores 64U. The ply body 50U is also called an inner ply body 50U. The pair of turn-up portions 52U are connected to the ply body 50U and are turned up at the pair of inner bead cores 64U. The turn-up portions 52U are also called inner turn-up portions 52U. The inner turn-up portions 52U of the tire 2 are turned up around the inner bead cores 64U from the inner side toward the outer side in the axial direction.

[0053] Among the eight carcass plies 66 constituting the carcass 10 of the tire 2, the other three carcass plies 66S are laid between a pair of outer bead cores 64S. All of the three carcass plies 66S are turnup plies 66S. All of the three turnup plies 66S are folded back at the outer bead cores 64S.

[0054] Each of the three wraparound plies (outer carcass plies) 66S includes a ply body 50S and a pair of turnup portions 52S. The ply body 50S spans between a pair of outer bead cores 64S. The ply body 50S is also called an outer ply body 50S. The pair of turn-up portions 52S are connected to the ply body 50S and are turned up around the pair of outer bead cores 64S. The turn-up portions 52S are also called outer turn-up portions 52S. The outer turn-up portions 52S of the tire 2 are turned up around the outer bead cores 64S from the inside to the outside in the axial direction.

[0055] In the bead 8, the turnup portions 52U of the respective turnup plies 66U are aligned in the axial direction on the axially outer side of the inner bead core 64U. Since the inner frame segment 62U of this tire 2 includes three turnup plies 66U, the three turnup portions 52U are aligned in the axial direction. In the inner frame segment 62U of the tire 2, among the turn-up portions 52U turned up at the inner bead core 64U, the turn-up portion 52U located axially outermost is the inner first turn-up portion 52U1. The turn-up portion 52U located axially inner of the inner first turn-up portion 52U1 is the inner second turn-up portion 52U2. The turn-up portion 52U located axially inner of the inner second turn-up portion 52U2 is the inner third turn-up portion 52U3.

[0056] The roll-up ply 66U including the inner first turned-up portion 52U1 is also called the inner first roll-up ply 66U1, and the ply body 50U of the inner first roll-up ply 66U1 is also called the inner first ply body 50U1. The inner first roll-up ply 66U1 includes the inner first ply body 50U1 and a pair of inner first turned-up portions 52U1.

[0057] The roll-up ply 66U including the inner second turned-up portion 52U2 is also called the inner second roll-up ply 66U2, and the ply body 50U of the inner second roll-up ply 66U2 is also called the inner second ply body 50U2. The inner second roll-up ply 66U2 includes an inner second ply body 50U2 and a pair of inner second turned-up portions 52U2.

[0058] The roll-up ply 66U including the inner third turn-up portion 52U3 is also called the inner third roll-up ply 66U3, and the ply body 50U of the inner third roll-up ply 66U3 is also called the inner third ply body 50U3. The inner third roll-up ply 66U3 includes an inner third ply body 50U3 and a pair of inner third turn-up portions 52U3.

[0059] In the bead 8, the turnup portions 52S of the respective turnup plies 66S are aligned in the axial direction on the axial outside of the outer bead core 64S. Since the outer frame segment 62S of this tire 2 includes three turnup plies 66S, the three turnup portions 52S are aligned in the axial direction. In the outer frame segment 62S of the tire 2, among the turn-up portions 52S turned up at the outer bead core 64S, the turn-up portion 52S located most outward in the axial direction is the outer first turn-up portion 52S1. The turn-up portion 52S located axially inward of the outer first turn-up portion 52S1 is the outer second turn-up portion 52S2. The turn-up portion 52S located axially inward of the outer second turn-up portion 52S2 is the outer third turn-up portion 52S3.

[0060] The winding ply 66S including the outer first turnup portion 52S1 is also called the outer first winding ply 66S1, and the ply body 50S of the outer first winding ply 66S1 is also called the outer first ply body 50S1. The outer first winding ply 66S1 includes the outer first ply body 50S1 and a pair of outer first turnup portions 52S1.

[0061] The roll-up ply 66S including the outer second turn-up portion 52S2 is also called the outer second roll-up ply 66S2, and the ply body 50S of the outer second roll-up ply 66S2 is also called the outer second ply body 50S2. The outer second roll-up ply 66S2 includes the outer second ply body 50S2 and a pair of outer second turn-up portions 52S2.

[0062] The roll-up ply 66S including the outer third turn-up portion 52S3 is also called the outer third roll-up ply 66S3, and the ply body 50S of the outer third roll-up ply 66S3 is also called the outer third ply body 50S3. The outer third roll-up ply 66S3 includes an outer third ply body 50S3 and a pair of outer third turn-up portions 52S3.

[0063] In the tire 2, the portion of the carcass 10 that is configured with the wound-up plies is also called the carcass body 44. As described above, of the eight carcass plies 66, the three carcass plies 66U that configure the inner frame segment 62U and the three carcass plies 66S that configure the outer frame segment 62S are wound-up plies. The carcass body 44 of the tire 2 includes six wound-up plies 66U, 66S.

[0064] In the tire 2, of the eight carcass plies 66 constituting the carcass 10, the two carcass plies 66 located on the outer side are not folded back at either the inner bead core 64U or the outer bead core 64S. Therefore, the two carcass plies 66 located on the outer side are hanger plies 42.

[0065] Neither of the two hanger plies 42 is folded back at the bead core 64. Each hanger ply 42 extends from the equatorial plane toward the respective bead 8. An end 42e of each hanger ply 42 is located radially inward of the bead 8.

[0066] The carcass 10 of the tire 2 includes two hanger plies 42. Of the two hanger plies, the hanger ply 42 laminated on the outer side of the carcass body 44 is a first hanger ply 42A. The hanger ply 42 laminated on the outer side of the first hanger ply 42A is a second hanger ply 42B.

[0067] In the tire 2, a portion of the carcass 10 that is configured by the hanger ply 42 is also called a carcass jacket 46. The carcass jacket 46 covers the carcass body 44 from the outside.

[0068] 2, in the inner frame segment 62U, the end 52U2e of the inner second turned-up portion 52U2 is located radially outward of the end 52U3e of the inner third turned-up portion 52U3 located adjacent to the inner second turned-up portion 52U2. In the tire 2, the end 52U3e of the inner third turned-up portion 52U3 may be disposed radially outward of the end 52U2e of the inner second turned-up portion 52U2. In the inner frame segment 62U, the end 52U1e of the inner first turned-up portion 52U1 is located radially outward of the end 52U2e of the inner second turned-up portion 52U2 located adjacent to the inner first turned-up portion 52U1. In the tire 2, the end 52U2e of the inner second turned-up portion 52U2 may be disposed radially outward of the end 52U1e of the inner first turned-up portion 52U1. In other words, in the inner frame segment 62U that constitutes this tire 2, of the multiple inner fold portions 52U that are lined up axially on the axial outside of the bead 8U, between two adjacent fold portions 52U, the end 52Ue of one inner fold portion 52U is located radially outside the end 52Ue of the other inner fold portion 52U.

[0069] 2, the end 52S2e of the outer second turned-up portion 52S2 is located radially outward of the end 52S3e of the outer third turned-up portion 52S3 located adjacent to the outer second turned-up portion 52S2. In the tire 2, the end 52S3e of the outer third turned-up portion 52S3 may be disposed radially outward of the end 52S2e of the outer second turned-up portion 52S2. In the outer frame segment 62S, the end 52S1e of the outer first turned-up portion 52S1 is located radially outward of the end 52S2e of the outer second turned-up portion 52S2 located adjacent to the outer first turned-up portion 52S1. In the tire 2, the end 52S2e of the outer second turned-up portion 52S2 may be disposed radially outward of the end 52S1e of the outer first turned-up portion 52S1. In other words, in the outer frame segment 62S that constitutes this tire 2, of the multiple outer fold portions 52S that are lined up axially on the axial outside of the bead 8S, between two adjacent fold portions 52S, the end 52Se of one outer fold portion 52S is located radially outside the end 52Se of the other outer fold portion 52S.

[0070] In each frame segment 62 of the tire 2, between two adjacent turned-up portions, the radial position of an end of one turned-up portion is prevented from coinciding with the radial position of an end of the other turned-up portion. In other words, between two adjacent turned-up portions, the end of one turned-up portion does not overlap with the end of the other turned-up portion in the axial direction. By adopting such a configuration, concentration of strain in the tire 2 is suppressed.

[0071] Between two adjacent folded portions, the end of one folded portion does not overlap with the end of the other folded portion in the axial direction, which means that the radial height of one folded portion, represented by the radial distance from the bead baseline to the end of one folded portion, is different from the radial height of the other folded portion, represented by the radial distance from the bead baseline to the end of the other folded portion.

[0072] In the tire 2, between two adjacent folded-up portions 52U of the inner frame segment 62U, an end 52Ue of one folded-up portion does not overlap an end 52Ue of the other folded-up portion in the axial direction. In this inner frame segment 62U, the radial height of the first inner folded-up portion 52U1 (see double-headed arrow H1 in FIG. 3) is different from the radial height of the second inner folded-up portion 52U2 (see double-headed arrow H2 in FIG. 3), and the radial height H2 of the second inner folded-up portion 52U2 is different from the radial height of the third inner folded-up portion 52U3 (see double-headed arrow H3 in FIG. 3). Furthermore, in this inner frame segment 62U, the radial heights of all the folded-up portions 52U are not uniform. This configuration is more preferable in that the concentration of strain in the tire 2 is more effectively suppressed.

[0073] In addition, in the inner frame segment 62U, the radial height H1 of the inner first fold portion 52U1 is higher than the radial height H2 of the inner second fold portion 52U1, and the radial height H2 of the inner second fold portion 52U2 is higher than the radial height H3 of the inner third fold portion 52U3. That is, in the inner frame segment 62U, the turned-up portion 52U located on the axially outer side is configured to have a higher radial height. With this configuration, the end 52Ue of the turned-up portion located on the axially inner side can be covered by the adjacent turned-up portion 52U located on the axially outer side. This allows the turned-up portion 52U located on the outer side to effectively reinforce the bead portion while suppressing the concentration of strain on the end 52Ue of the turned-up portion located on the inner side. Therefore, the tire 2 has increased rigidity while ensuring durability.

[0074] In the inner frame segment 62U, among each fold portion 52U, the radial height H1 of the inner first fold portion 52U1 does not necessarily have to be the largest; the radial height H2 of the inner second fold portion 52U2 may be the largest, and the radial height H3 of the inner third fold portion 52U3 may be the largest.

[0075] In the tire 2, between two adjacent folded-up portions 52S of the outer frame segment 62S, an end 52Se of one folded-up portion does not overlap an end 52Se of the other folded-up portion in the axial direction. In this outer frame segment 62S, the radial height of the outer first folded-up portion 52S1 (see double-headed arrow H4 in FIG. 3) is different from the radial height of the outer second folded-up portion 52S2 (see double-headed arrow H5 in FIG. 3), and the radial height H5 of the outer second folded-up portion 52S2 is different from the radial height of the outer third folded-up portion 52S3 (see double-headed arrow H6 in FIG. 3). Furthermore, in this outer frame segment 62S, the radial heights of all the folded-up portions 52S are not uniform. This configuration is more preferable in that the concentration of strain in the tire 2 is more effectively suppressed.

[0076] In addition, in the outer frame segment 62S, the radial height H4 of the outer first fold portion 52S1 is higher than the radial height H5 of the outer second fold portion 52S2, and the radial height H5 of the outer second fold portion 52S2 is higher than the radial height H6 of the outer third fold portion 52S3. That is, in the outer frame segment 62S, the turned-up portion 52S located on the axially outer side is configured to have a higher radial height. With this configuration, the end 52Se of the turned-up portion located on the axially inner side can be covered by the adjacent turned-up portion 52S located on the axially outer side. This allows the turned-up portion 52S located on the outer side to effectively reinforce the bead portion while suppressing the concentration of strain on the end 52Se of the turned-up portion located on the inner side. Therefore, the tire 2 has increased rigidity while ensuring durability.

[0077] In the outer frame segment 62S, among each fold portion 52S, the radial height H4 of the outer first fold portion 52S1 does not necessarily have to be the largest; the radial height H5 of the outer second fold portion 52S2 may be the largest, and the radial height H6 of the outer third fold portion 52S3 may be the largest.

[0078] In the tire 2, each bead portion has a total of six folded-up portions. Here, it is preferable that the radial heights of the folded-up portions are not the same. In this case, the ends of the folded-up portions are distributed in the tire 2, which is particularly suitable for suppressing concentration of strain in the tire 2.

[0079] In the tire 2, an end of at least one of the six folded-up portions is located outside the tire maximum width position PW in the radial direction of the tire 2. The tire maximum width position PW is a position that is likely to become the center of tire distortion. Therefore, by locating the end of at least one folded-up portion in the above-mentioned position, the rigidity of the sidewall portion of the tire 2 can be increased and the amount of deflection of the tire 2 can be reduced.

[0080] In tire 2, from the viewpoint of increasing the rigidity of the sidewall portion of tire 2 and further suppressing the amount of distortion of tire 2, it is preferable that end 52S1e of outer first fold portion 52S1, which is the fold portion located most axially outward, be located radially outward from position PW. In the tire 2, the ends of the turned-up portions other than the outer first turned-up portion 52S1 may be located radially outward from the position PW.

[0081] In the tire 2, it is preferable that the end 52S1e of the outer first folded-up portion 52S1 is located outside the position PW in the radial direction, and the ends of the folded-up portions other than the end 52S1e (the ends 52U1e to 52U3e, 52S2e, and 52S3e) are located inside the position PW in the radial direction. This makes it possible to prevent the rigidity of the sidewall portion of the tire 2 from becoming too high.

[0082] In the tire 2, the tag member 14 is located between the inner frame segment 62U and the outer frame segment 62S. More specifically, the tag member 14 is located between the inner first turned-up portion 52U1 of the inner frame segment 62U and the outer first ply body 50S1 of the outer frame segment 62S. The tag member 14 is entirely built into the tire 2.

[0083] In the tire 2, one tag member 14 is provided only on the second bead 8b side. The tag member 14 may be provided only on the first bead 8a side. The tag member 14 may be provided on both the first bead 8a side and the second bead 8b side. From the viewpoint of reducing the risk of damage, it is preferable that the tag member 14 be provided only on the side of one of the pair of beads 8 . Although a plurality of tag members 14 may be provided at intervals in the circumferential direction, from the viewpoint of reducing the risk of damage, it is sufficient to provide one tag member 14 on the side of one bead 8 .

[0084] Fig. 5 is a plan view of the tag member 14. Fig. 6 is a cross-sectional view taken along line VV in Fig. 5. The tag member 14 is plate-shaped. The tag member 14 is long in the length direction and short in the width direction. As shown in FIG. 2, in the tire 2, the tag member 14 is arranged such that one end in the width direction (hereinafter, the first end 14s) is disposed on the radial outside of the tire 2, and the other end (hereinafter, the second end 14u) is disposed on the inside. In this tire 2, the first end 14s is also called the outer end, and the second end 14u is also called the inner end. The second end 14u may be disposed on the radial outside, and the first end 14s may be disposed on the radial inside. In this case, in the tire 2, the second end 14u is also called the outer end, and the first end 14s is also called the inner end.

[0085] The tag member 14 includes an RFID tag 32. In FIG. 5, the RFID tag 32 is shown by a solid line for ease of explanation, and is entirely covered with a protective body 34. The tag member 14 includes an RFID tag 32 and a protective body 34. The RFID tag 32 is located at the center of the tag member 14. The protective body 34 is made of crosslinked rubber. The protective body 34 has a rigidity similar to that of the sidewall 6. In this tire 2, the formation of a good communication environment is taken into consideration, and a crosslinked rubber having high electrical resistance is used for the protective body 34. The protective body 34 is made of rubber with high insulating properties.

[0086] Although not described in detail, the RFID tag 32 is a small and lightweight electronic component consisting of a semiconductor chip 36 that integrates a transmitting / receiving circuit, a control circuit, a memory, etc., and an antenna 38. When the RFID tag 32 receives an interrogation radio wave, it uses the received signal as electrical energy and transmits the various data stored in the memory as a response radio wave. This RFID tag 32 is a type of passive radio frequency identification transponder.

[0087] The tag member 14 is a plate-shaped member in which the RFID tag 32 is covered with crosslinked rubber. From the viewpoints of reducing the risk of damage to the RFID tag 32 and forming a good communication environment, the thickness of the tag member 14 in the meridian cross section of the tire 2 is preferably 1.0 mm or more and 2.5 mm or less. The thickness of the tag member 14 in the tire 2 is represented by the maximum thickness of the tag member 14 in the semiconductor chip 36 of the RFID tag 32. The length TL of the tag member 14 before being embedded in the tire 2 is 60 mm or more and 80 mm or less, and the width TW is 10 mm or more and 20 mm or less.

[0088] 2, the position indicated by the symbol TU is the radially inner end of the RFID tag 32 (specifically, the semiconductor chip 36). The position indicated by the symbol TS is the radially outer end of the semiconductor chip 36, i.e., the radially outer end of the RFID tag 32.

[0089] In the tire 2, the distance between the end of the folded-back portion and the tag member 14 in the radial direction is 5 mm or more. The tire 2 of the present embodiment has six folded-up portions, namely, the first inner folded-up portion 52U1 to the third inner folded-up portion 52U3 constituting the inner frame segment, and the first outer folded-up portion 52S1 to the third outer folded-up portion 52S3 constituting the outer frame segment. In the tire 2, the distance between the ends of each of the six folded-up portions and the tag member 14 is 5 mm or more.

[0090] Here, the distance between the end of the folded-back portion and the tag member 14 refers to the shorter of the radial distance between the end of the folded-back portion and the radial inner end TU of the RFID tag 32, and the radial distance between the end of the folded-back portion and the radial outer end T of the RFID tag 32. Therefore, when the end of the folded-back portion is located radially inward from the tag member 14, the distance between the end of the folded-back portion and the radial inner end TU of the RFID tag 32 corresponds to the distance between the end of the folded-back portion and the tag member 14. When the end of the folded-back portion is located radially outward from the tag member 14, the distance between the end of the folded-back portion and the radial outer end TS of the RFID tag 32 corresponds to the distance between the end of the folded-back portion and the tag member 14.

[0091] In the tire 2 shown in Figures 2 and 3, the end 52U3e of the inner third folded portion 52U3 is the end of the folded portion located radially inward from the tag member 14, and the ends of the other folded portions are the ends of the folded portions located radially outward from the tag member 14.

[0092] 3, a double-headed arrow L1 indicates the radial distance between an end 52U3e of the inner third folded-back portion 52U3 and a radially inner end TU of the tag member 14. In FIG. 3, a double-headed arrow L2 indicates the radial distance between an end 52U2e of the inner second folded-back portion 52U2 and a radially outer end TS of the tag member 14. In tire 2, the end 52U3e of the inner third folded portion 52U3 and the end 52U2e of the inner second folded portion 52U2 are the ends of the folded portions that are close to the tag member 14, so if the radial distance between these ends and the tag member 14 is 5 mm or more, the radial distance between the ends of the folded portions and the tag member 14 is also 5 mm or more.

[0093] When a load is applied to the tire 2, distortion may be concentrated near the end of the folded-back portion. In contrast, when a distance of 5 mm or more is ensured between the end of the folded-back portion and the tag member 14 as described above, the risk of damage to the tag member 14 due to the distortion can be reduced.

[0094] In the tire 2, when the tire 2 is mounted on the rim R to form a tire-rim assembly, it is preferable that the tag member 14 be located radially outboard of the outer end PG of the rim flange RF. Communication with the tag member 14 may be impeded by a metal member. The rim R is usually made of metal. Therefore, to prevent communication with the tag member 14 from being impeded by the rim, the attachment position of the tag member 14 is preferably located radially outward of the outer end PG of the rim flange RF. In this case, it is preferable that the entire antenna 38 of the tag member 14 is located radially outward of the outer end PG of the rim flange RF.

[0095] The radial distance (see double-headed arrow L4 in FIG. 3) between the radially inner end TU of the tag member 14 and the outer end PG of the rim flange RF is preferably 5 mm or more and 20 mm or less. In this case, the tag member 14 is attached near the bead 8, which is suitable for ensuring the durability of the tire 2 while ensuring the performance of reading information from the tag member 14. In addition, the tag member 14 is also less likely to be damaged.

[0096] The tag member 14 is preferably located radially outboard of the outer end PA of the bead apex 68. The bead apex 68 is a type of reinforcing material provided in the bead portion in order to improve the durability of the tire 2. As described above, the bead apex 68 is a member provided on the radially outer side of the bead core 64, and has a shape that tapers toward the radially outer end of the tire. The rigidity of the tire 2 changes significantly at the boundary of the tapered tip end of the bead apex 68. Therefore, if the tag member 14 is disposed near this upper end, distortion is more likely to occur near the tip end of the bead apex 68, and disposing the tag member 14 at such a position is not preferable from the viewpoint of ensuring the durability of the tire 2 and from the viewpoint of not damaging the tag member. Therefore, it is preferable that the tag member 14 is located radially outboard of the outer end PA of the bead apex 68.

[0097] As described above, the outer end PA of the bead apex 68 in the tire 2 refers to the tapered tip portion of the bead apex 68 located outermost in the radial direction. Therefore, in the tire 2 shown in FIG. 2, the tapered tip portion of the outer bead apex 68S constituting the outer bead 8S becomes the outer end PA of the bead apex 68. In the tire 2, the tip portion of the inner bead apex 68U may be the tip portion of the bead apex 68 located outermost in the radial direction. In this case, the tip portion of the inner bead apex 68U becomes the outer end PA of the bead apex 68.

[0098] In the tire 2, a radial distance between the tag member 14 and the outer end PA of the bead apex 68 (see the double arrow L3 in FIG. 3) is preferably 5 mm or greater and 20 mm or less. In the tire 2, when the tag member 14 is located radially outward of the outer end PA of the bead apex 68, the radial distance between the tag member 14 and the outer end PA of the bead apex 68 is the radial distance between the outer end PA of the bead apex 68 and the radial inner end TU of the RFID tag 32.

[0099] In the tire 2, a radial height H1 of the first inner folded-up portion 52U1 is preferably equal to or greater than 50 mm and equal to or less than 100 mm. In the tire 2, the tag member 14 is attached to the outer surface of the inner first folded-back portion 52U1, so if the radial height H1 of the inner first folded-back portion 52U1 is within the above range, the tag member 14 is attached near the bead 8 of the tire 2, where distortion is unlikely to occur. Therefore, the risk of damage to the tag member 14 is likely to be reduced.

[0100] The tire 2 having such a configuration is a tire according to an embodiment of the present invention. The tire according to the embodiment of the present invention may be tires 102, 202 described below.

[0101] Second embodiment The tire 2 of the first embodiment includes a frame body 60 composed of an inner frame segment 62U and an outer frame segment 62S. That is, the tire 2 of the first embodiment is a tire that includes a frame body 60 configured by two frame segments. On the other hand, the tire according to the embodiment of the present invention may be a tire including a frame body constituted by three or more frame segments.

[0102] FIG. 7 is a cross-sectional view showing a part of a bias tire 102 according to the second embodiment. The bias tire 102 according to this embodiment (hereinafter, also referred to as the tire 102) is a tire that includes a frame body 160 that is configured from three frame segments. The tire 102 has a similar configuration to the tire 2 according to the first embodiment, except for the configuration of the frame body 160. Therefore, the description of this embodiment will focus on the differences from the first embodiment (the configuration of the frame body 160).

[0103] The tire 102 includes a tread, a pair of sidewalls 106, a pair of beads 108, a carcass 110, a pair of chafers 112, an innerliner 122, and a tag member 14. In this tire 102, the configuration of a frame body 160 constituted by a pair of beads 108 and a carcass 110 spanning between the pair of beads 108 is different from that of the frame body 60 of the first embodiment. The frame body 160 is composed of three frame segments 162. Each frame segment 162 has a pair of bead cores and at least one carcass ply spanning between the pair of bead cores.

[0104] The frame body 160 is provided on the inner surface side of the tire 102 and functions as a framework that maintains the shape of the tire 2 . The frame body 160 includes a pair of beads 108 and a carcass 110. The frame body 160 is composed of three frame segments 162. Of the three frame segments, the frame segment arranged on the inner surface side is the inner frame segment 162U, the frame segment arranged on the outer surface side is the outer frame segment 162S, and the frame segment arranged between the inner frame segment 162U and the outer frame segment 162S is the middle frame segment 162M. The inner frame segment 162U, the outer frame segment 162S, and the intermediate frame segment 162M are all configured with a pair of beads 108 and two carcass plies 166, and in this respect, they are similar in configuration.

[0105] The inner frame segment 162U has a pair of inner bead cores 164U and two inner carcass plies 166U (166U1, 166U2), and further has an inner bead apex 168U on the radially outer side of each of the inner bead cores 164U. The inner bead cores 164U and the inner bead apex 168U are collectively referred to as the inner bead 108U.

[0106] The outer frame segment 162S has a pair of outer bead cores 164S and two outer carcass plies 166S (166S1, 166S2), and further has an outer bead apex 168S provided radially outward of each of the outer bead cores 164S. The outer bead cores 164S and the outer bead apex 168S are collectively referred to as an outer bead 108S.

[0107] The intermediate frame segment 162M has a pair of intermediate bead cores 164M and two intermediate carcass plies 166M (166M1, 166M2), and further has an intermediate bead apex 168M provided radially outward of each intermediate bead core 164M. The intermediate bead cores 164M and the intermediate bead apex 168M are collectively referred to as an intermediate bead 108M.

[0108] In the frame body 160, the intermediate frame segment 162M is provided so as to cover the outer periphery of the inner frame segment 162U, and the outer frame segment 162S is provided so as to cover the outer periphery of the intermediate frame segment 162M2. More specifically, the frame segments 162 are provided so that the outer carcass ply 166S covers the outer periphery of the intermediate carcass ply 166M, the intermediate carcass ply 166M covers the outer periphery of the inner carcass ply 166U, the inner bead core 164U, the intermediate bead core 164M, and the outer bead core 164S are aligned in the axial direction, the intermediate bead core 164M is located axially outward of the inner bead core 164U, and the outer bead core 164S is located axially outward of the intermediate bead core 164M.

[0109] The bead portion of the tire 102 has a triple bead structure in which an inner bead core 164U, an intermediate bead core 164M, and an outer bead core 164S are arranged in the axial direction on each of the sides of the tire equatorial plane. In this case, as in the case where the bead portion has a double bead structure, the risk of the bead core breaking when the tire 2 is mounted on the rim R can be reduced. In addition, when the tag member 14 is attached at a position described later, the tag member 14 is less likely to be damaged.

[0110] A carcass ply 166 of each frame segment 162 is provided radially inward of the tread and axially inward of the sidewall 106 . The bead core and bead apex of each frame segment 162 are the main elements of the bead portion of the tire 102 .

[0111] The configuration of each frame segment 162 is similar to the configuration of the frame segment 62 constituting the frame body 60 described in the first embodiment, except that the number of carcass plies, which are the winding plies, is two instead of three.

[0112] The carcass 110 constituting the frame body 160 is located inside the tread and the pair of sidewalls 106. The carcass 110 spans between the pair of beads 108. The position indicated by the symbol PW in FIG.

[0113] In the tire 102 shown in Fig. 7, the carcass 110 is composed of eight carcass plies 166. Of these, two are carcass plies that configure the inner frame segment 162U, another two are carcass plies that configure the middle frame segment 162M, and still another two are carcass plies that configure the outer frame segment 162S. The remaining two carcass plies 166 are hanger plies. The configuration of the hanger plies is similar to that of the tire 2 of the first embodiment. In the tire 102, a portion of the carcass 110 that is configured by the hanger plies 142 is also called a carcass jacket 146.

[0114] The configuration of each carcass ply 166 of the frame body 160 is similar to that of the carcass ply 66 of the first embodiment. Each carcass ply 166 includes a number of carcass cords arranged in parallel, and the carcass cords are covered with a topping rubber. In each carcass ply 166, the carcass cords do not intersect perpendicularly to the equatorial plane, but intersect obliquely to the equatorial plane. Therefore, the carcass 110 constituting the frame body 160 has a bias structure. This carcass 110 is a carcass with a bias structure.

[0115] As in the first embodiment, in the carcass ply of the present embodiment, between two radially adjacent carcass plies 166, the inclination direction of the carcass cord included in one carcass ply 166 is opposite to the inclination direction of the carcass cord included in the other carcass ply 166. The carcass cord included in one carcass ply 166 intersects with the carcass cord included in the other carcass ply 166.

[0116] In the frame body 160, the angle that the carcass cords included in the carcass ply of each frame segment make with respect to the equator plane is preferably 25 degrees or more and 45 degrees or less in any carcass ply. In the frame body 160, the angles that the carcass cords included in each carcass ply make with respect to the equatorial plane may be the same for all carcass plies or may be different for each carcass ply. Furthermore, the angles that the carcass cords make with respect to the equatorial plane may be the same for only some of the carcass plies.

[0117] The carcass 110 of the tire 102 shown in FIG. 7 includes two types of carcass plies 166: a wraparound ply and a hanger ply. In detail, each of the inner frame segment 162U, the middle frame segment 162M, and the outer frame segment 162S has two carcass plies 166. The carcass plies of each frame segment 162 are all winding plies. The carcass 10 also has hanger plies 142 as the two carcass plies 166.

[0118] As described above, the inner frame segment 162U, the intermediate frame segment 162M, and the outer frame segment 162S have a configuration similar to that of the frame segment 62 of the first embodiment. Therefore, the two carcass plies 166U of the inner frame segment 162U each include an inner ply main body 150U1, 150U2 and a pair of inner turn-up portions 152U1, 152U2. Each of the pair of inner turn-up portions 152U is turned up at the inner bead core 164U.

[0119] The two carcass plies 166M of the intermediate frame segment 162M each include an intermediate ply body 150M1, 150M2 and a pair of intermediate turn-up portions 152M1, 152M2. Each of the pair of intermediate turn-up portions 152M is turned up at an intermediate bead core 164M.

[0120] The two carcass plies 166S of the outer frame segment 162S each include an outer ply body 150S1, 150S2 and a pair of outer turn-up portions 152S1, 150S2. Each of the pair of outer turn-up portions 152S is turned up at an outer bead core 164S.

[0121] In the frame body 160, the turnup portion 152U is aligned in the axial direction on the axially outer side of the inner bead core 164U in the bead 108. Since the inner frame segment 162U of this tire 102 includes two turnup plies 166U, the two turnup portions 152U are aligned in the axial direction. In this inner frame segment 162U, of the turned-up portions 152U turned up around the inner bead core 164U, the turned-up portion 152U located axially outward is the inner first turned-up portion 152U1. The turned-up portion 152U located axially inward of the inner first turned-up portion 152U1 is the inner second turned-up portion 152U2.

[0122] In the bead 108, the turnup portion 152M is aligned axially on the axially outer side of the intermediate bead core 164M. Since the intermediate frame segment 162M of this tire 102 includes two turnup plies 166M, the two turnup portions 152M are aligned axially. In this intermediate frame segment 162M, among the folded-up portions 152M folded up at the intermediate bead core 164M, the folded-up portion 152M located on the axially outer side is the intermediate first folded-up portion 152M1. The folded-up portion 152M located on the axially inner side of the intermediate first folded-up portion 152M1 is the intermediate second folded-up portion 152M2.

[0123] In the bead 108, the turnup portion 152S is aligned in the axial direction on the axially outer side of the outer bead core 164S. Since the outer frame segment 162S of this tire 102 includes two turnup plies 166S, the two turnup portions 152S are aligned in the axial direction. In this outer frame segment 162S, among the folded-up portions 152S folded up at the outer bead core 164S, the folded-up portion 152S located on the axially outer side is the outer first folded-up portion 152S1. The folded-up portion 152S located on the axially inner side of the outer first folded-up portion 152S1 is the outer second folded-up portion 152S2.

[0124] 7, in the inner frame segment 162U, the end 152U1e of the inner first turned-up portion 152U1 is located radially outward of the end 152U2e of the inner second turned-up portion 152U2 located adjacent to the inner first turned-up portion 152U1. In the tire 102, the end 152U2e of the inner second turned-up portion 152U2 may be disposed radially outward of the end 152U1e of the inner first turned-up portion 152U1. That is, in the inner frame segment 162U constituting the tire 102, an end 152Ue of one inner turned-up portion 152U is located radially outward of an end 152Ue of the other inner turned-up portion 152U.

[0125] In the intermediate frame segment 162M, the end 152M1e of the intermediate first turned-up portion 152M1 is located radially outward of the end 152M2e of the intermediate second turned-up portion 152M2 located adjacent to the intermediate first turned-up portion 152M1. In the tire 102, the end 152M2e of the intermediate second turned-up portion 152M2 may be disposed radially outward of the end 152M1e of the intermediate first turned-up portion 152M1. That is, in the intermediate frame segment 162M constituting the tire 102, the end 152Me of one inner turned-up portion 152M is located radially outward of the end 152Me of the other inner turned-up portion 152M.

[0126] In the outer frame segment 162S, the end 152S1e of the outer first turned-up portion 152S1 is located radially outward of the end 152S2e of the outer second turned-up portion 152S2 located adjacent to the outer first turned-up portion 152S1. In the tire 102, the end 152S2e of the outer second turned-up portion 152S2 may be disposed radially outward of the end 152S1e of the outer first turned-up portion 152S1. That is, in the outer frame segment 162U constituting the tire 102, an end 152Ue of one inner turned-up portion 152U is located radially outward of an end 152Ue of the other inner turned-up portion 152U.

[0127] In each frame segment 162 of the tire 102, similarly to each frame segment 62 of the tire 2, between two adjacent turned-up portions, the radial position of an end of one turned-up portion is prevented from coinciding with the radial position of an end of the other turned-up portion. In other words, between two adjacent turned-up portions, the end of one turned-up portion does not overlap with the end of the other turned-up portion in the axial direction. By adopting such a configuration, concentration of strain in the tire 102 is suppressed.

[0128] In the tire 102, each bead portion has a total of six folded portions. Here, it is preferable that the radial heights of the folded portions are not the same. In this case, the ends of the folded portions are distributed in the tire 102, which is particularly suitable for suppressing concentration of strain in the tire 102.

[0129] In the tire 102, of the total of six folded-up portions, at least one folded-up portion is configured so that its end is positioned outside the position PW of the maximum tire width in the radial direction of the tire 102. With this configuration, the rigidity of the sidewall portion of the tire 102 can be increased, and the amount of deflection of the tire 102 can be reduced.

[0130] In the tire 102, from the viewpoint of increasing the rigidity of the sidewall portion of the tire 102 and further suppressing the amount of distortion of the tire 102, it is preferable that the end 152S1e of the outer first fold portion 152S1, which is the fold portion located most axially outward, be located radially outward from the position PW. In the tire 102, the ends of the turned-up portions other than the outer first turned-up portion 152S1 may be located radially outward from the position PW.

[0131] In the tire 102, it is preferable that the end 152S1e of the outer first folded portion 152S1 is located outside the position PW in the radial direction, and the ends of the folded portions other than the end 152S1e (ends 152U1e, 152U2e, 152M1e, 152M2e, and 152S2e) are located inside the position PW in the radial direction. This makes it possible to prevent the rigidity of the sidewall portion of the tire 102 from becoming too high.

[0132] The tag member 14 attached to the tire 102 in this embodiment is similar to the tag member 14 attached to the tire 2 in the first embodiment. Therefore, the same reference numerals as those in FIG. 2 are used to denote the tag members in FIG. In the tire 102, the tag member 14 is located between the intermediate frame segment 162M and the outer frame segment 162S. More specifically, the tag member 14 is located between the intermediate first turned-up portion 152M1 of the intermediate frame segment 162M and the outer first ply body 150S1 of the outer frame segment 162S. The tag member 14 is entirely built into the tire 102.

[0133] In this tire 102, one tag member 14 is provided only on the second bead 108b side. The tag member 14 may be provided only on the first bead side. The tag member 14 may be provided on both the first bead side and the second bead 108b side. From the viewpoint of reducing the risk of damage, it is preferable that the tag member 14 be provided only on the side of one of the pair of beads 108 . Although multiple tag members 14 may be provided at intervals in the circumferential direction, from the viewpoint of reducing the risk of damage, it is sufficient that one tag member 14 is provided on the side of one bead 108 .

[0134] In the tire 102, the distance between the end of the turned-up portion and the tag member 14 in the radial direction is 5 mm or more. The tire 102 of this embodiment has six folded-up parts: an inner first folded-up part 152U1 and an inner second folded-up part 152U2 constituting the inner frame segment, a middle first folded-up part 152M1 and a middle second folded-up part 152M2 constituting the middle frame segment, and an outer first folded-up part 152S1 and an outer second folded-up part 152S2 constituting the outer frame segment. In the tire 102, the radial distance between the ends of the six folded-up parts and the tag member 14 is 5 mm or more.

[0135] When a load is applied to the tire 102, distortion may be concentrated near the end of the folded-back portion. In contrast, when a distance of 5 mm or more is ensured between the end of the folded-back portion and the tag member 14 as described above, the risk of damage to the tag member 14 due to the distortion can be reduced.

[0136] In the tire 102, when the tire 102 is mounted on the rim R to form a tire-rim assembly, it is preferable that the tag member 14 is located radially outboard of the outer end PG of the rim flange. This makes it difficult for communication with the tag member 14 to be hindered by the rim R.

[0137] In the tire 102, the radial distance between the radially inner end TU of the tag member 14 and the outer end PG of the rim flange is preferably 5 mm or more and 20 mm or less, similarly to the tire 2 of the first embodiment.

[0138] In the tire 102, from the viewpoint of ensuring the durability of the tag member 14, it is preferable that the tag member 14 be located radially outboard of the outer end PA of the bead apex. In the tire 102, the tip portion of the outer bead apex 168S is the outer end PA of the bead apex.

[0139] In the tire 102, the radial distance between the tag member 14 and the outer end PA of the bead apex 168S is preferably 5 mm or more and 20 mm or less, similarly to the tire 2 of the first embodiment.

[0140] In the tire 102, the radial height of the middle first folded-back portion 152M1 is preferably equal to or greater than 70 mm and equal to or less than 120 mm. In the tire 102, the tag member 14 is attached to the outer surface of the middle first folded-back portion 152M1, so if the radial height of the middle first folded-back portion 152M1 is within the above range, the tag member 14 is attached near the bead 108 of the tire 102 where distortion is unlikely to occur. Therefore, damage to the tag member 14 is likely to be suppressed.

[0141] Third embodiment A bias tire 202 (hereinafter also referred to as a tire 202) according to this embodiment differs from the tire 102 according to the second embodiment only in the attachment position of the tag member 14. Therefore, the description of this embodiment will focus on the difference from the second embodiment (the attachment position of the tag member 14). FIG. 8 is a cross-sectional view showing a part of a bias tire according to a third embodiment.

[0142] The tag member 14 attached to the tire 202 in this embodiment is similar to the tag member 14 attached to the tire 2 in the first embodiment. Therefore, the same reference numerals as those in FIG. 2 are used to denote the tag members in FIG. 8. In addition, the tire 202 has the same configuration as the tire 102 of the second embodiment, except for the attachment position of the tag member 14. Therefore, in Fig. 8, the same reference numerals as in Fig. 7 are used for the components other than the tag member 14.

[0143] In the tire 202, the tag member 14 is located between the inner frame segment 162U and the intermediate frame segment 162M. More specifically, the tag member 14 is located between the inner first turned-up portion 152U1 of the inner frame segment 162U and the intermediate first ply body 150M1 of the intermediate frame segment 162S. The tag member 14 is entirely built into the tire 202.

[0144] In this tire 202, one tag member 14 is provided only on the second bead 108b side. The tag member 14 may be provided only on the first bead side. The tag member 14 may be provided on both the first bead side and the second bead 108b side. From the viewpoint of reducing the risk of damage, it is preferable that the tag member 14 be provided only on the side of one of the pair of beads 108 . Although multiple tag members 14 may be provided at intervals in the circumferential direction, from the viewpoint of reducing the risk of damage, it is sufficient that one tag member 14 is provided on the side of one bead 108 .

[0145] In the tire 202, the distance between the end of the turned-up portion and the tag member 14 in the radial direction is 5 mm or more. The tire 202 of this embodiment has six folded-up parts: an inner first folded-up part 152U1 and an inner second folded-up part 152U2 constituting the inner frame segment, a middle first folded-up part 152M1 and a middle second folded-up part 152M2 constituting the middle frame segment, and an outer first folded-up part 152S1 and an outer second folded-up part 152S2 constituting the outer frame segment. In the tire 202, the distance between the ends of the six folded-up parts and the tag member 14 is 5 mm or more.

[0146] When a load is applied to the tire 202, distortion may be concentrated near the end of the folded-back portion. In contrast, when a distance of 5 mm or more is ensured between the end of the folded-back portion and the tag member 14 as described above, the risk of damage to the tag member 14 due to the distortion can be reduced.

[0147] In the tire 202, when the tire 202 is mounted on the rim R to form a tire-rim assembly, it is preferable that the tag member 14 is located radially outboard of the outer end PG of the rim flange. This makes it difficult for communication with the tag member 14 to be hindered by the rim R.

[0148] In the tire 202, the radial distance between the radially inner end TU of the tag member 14 and the outer end PG of the rim flange is preferably 5 mm or more and 20 mm or less, similarly to the tire 2 of the first embodiment.

[0149] In the tire 202, from the viewpoint of ensuring the durability of the tag member 14, it is preferable that the tag member 14 be located radially outboard of the outer end PA of the bead apex. In the tire 202, the tip portion of the outer bead apex 168S is the outer end PA of the bead apex.

[0150] In the tire 202, the radial distance between the tag member 14 and the outer end PA of the bead apex 168S is preferably 5 mm or more and 20 mm or less, similarly to the tire 2 of the first embodiment.

[0151] In the tire 202, the radial height of the first inner folded-up portion 152U1 is preferably equal to or greater than 50 mm and equal to or less than 100 mm. In the tire 202, the tag member 14 is attached to the outer surface of the first inner folded-back portion 152U1, so if the radial height of the first inner folded-back portion 152U1 is within the above range, the tag member 14 is attached near the bead 108 of the tire 202, where distortion is unlikely to occur. Therefore, damage to the tag member 14 is likely to be suppressed.

[0152] (Other embodiments) In the tire according to the embodiment of the present invention, the frame body constituting the tire has a plurality of frame segments. The number of frame segments included in the frame body is not limited to two (second embodiment) or three (second and third embodiments), and may be four or more.

[0153] The frame segment may include a pair of bead cores and at least one carcass ply that spans between the pair of bead cores, and the number of carcass plies included in the frame segment is not particularly limited. The number of carcass plies included in each frame segment does not necessarily have to be the same, and may be different for each frame segment.

[0154] The tires according to the first to third embodiments include a carcass jacket as a carcass, but the tire according to the embodiment of the present invention may omit this carcass jacket. Furthermore, the carcass jacket of the tires according to the first to third embodiments is composed of two hanger plies, but in the tire according to the embodiment of the present invention, the number of hanger plies constituting the carcass jacket is not limited to two, and may be one, or three or more.

[0155] As is clear from the above description, according to the present invention, it is possible to suppress the deterioration of durability caused by the incorporation of electronic components such as RFID tags. In addition, by mounting the electronic components in a preferred position, a good communication environment can be created. The present invention is particularly effective in bias tires for industrial vehicles. [Industrial Applicability]

[0156] The technology described above that can suppress deterioration in durability by incorporating electronic components can be applied to various bias tires.

[0157] [Note] The present invention includes the following aspects.

[0158] [1] A frame body including a pair of beads and a carcass extending between the pair of beads; a tread located radially outward of the frame body and in contact with a road surface; A pair of side walls connected to the ends of the tread and positioned axially outboard of the frame body; Electronic Components Equipped with The frame body is composed of at least two frame segments, Each of the frame segments has a pair of bead cores and at least one carcass ply extending between the pair of bead cores, The frame body is configured such that an inner frame segment is covered by an outer frame segment, the innermost frame segment being the inner frame segment, and the outermost frame segment being the outer frame segment, At least one of the carcass plies of each of the frame segments has a ply body and a pair of turn-up portions connected to the ply body, and the turn-up portions are turned up at the bead core from the inner side to the outer side in the tire axial direction, Each carcass ply constituting the carcass includes a number of carcass cords arranged in parallel, and each of the carcass cords is inclined with respect to an equator plane, The electronic component is disposed between two adjacent frame segments, between a turned-up portion of a winding ply located on the outermost side of the frame segment located on the inner side of the two frame segments, and a carcass ply located on the innermost side of the frame segment located on the outer side of the two frame segments.

[0159] [2] The frame body is composed of two frame segments, The bias tire according to [1] above, wherein an electronic component is disposed between the inner frame segment and the outer frame segment.

[0160] [3] The frame body is composed of three frame segments, a frame segment located between the inner frame segment and the outer frame segment is an intermediate frame segment; The bias tire described in [1] above, wherein an electronic component is disposed at least one between the inner frame segment and the intermediate frame segment and between the intermediate frame segment and the outer frame segment.

[0161] [4] The bias tire according to any one of the above-mentioned [1] to [3], wherein the distance between the electronic component and an end of the folded-up portion of the wrap-up ply in the tire radial direction is 5 mm or more.

[0162] [5] The bias tire according to any one of the above-mentioned [1] to [4], wherein an end of a folded-up portion of at least one of the wraparound plies is located outside a position of maximum tire width in the tire radial direction.

[0163] [6] When the tire is mounted on the rim, The bias tire according to any one of the above-mentioned [1] to [5], wherein the electronic component is located outside an outer end of a rim flange in a tire radial direction.

[0164] [7] A bead apex is provided on the outer side of each bead core in the tire radial direction, The bias tire according to any one of the above-mentioned [1] to [6], wherein the electronic component is located outside upper ends of the bead apexes in a tire radial direction.

[0165] [8] The bias tire according to any one of the above-mentioned [1] to [7], wherein the electronic component is a tag member including an RFID tag.

[0166] [9] The bias tire according to any one of the above items [1] to [8], which is an industrial vehicle tire. [Explanation of symbols]

[0167] 2, 102, 202···(bias) tires 4. Tread 6, 106···Sidewall 8, 8a, 8b, 108... Bead 10, 110... Carcass 12, 112 Chafer 14 Tag member 16 Tread surface 18 Lug groove 20 Lug groove row 22, 122... Inner liner 28···Carcass cord 32... RFID Tag 34 Protective body 36 Semiconductor chips 38 Antenna 42, 142···Hanger ply 44 Carcass body 46, 146···Carcass jacket 50U, 50U1, 50U2, 50U3, 50S, 50S1, 50S2, 50S3, 150U, 150M1, 150S1...Ply body 52U, 52U1, 52U2, 52U3, 52S, 52S1, 52S2, 52S3... Fold-over section 52U1e, 52U2e, 52U3e, 52S1e, 52S2e, 52S3e...end 60...Frame body 62, 162... frame segments 62U, 162U... Inner frame segment 62S, 162S...Outer frame segment 64, 64U, 64S, 164U, 164M, 164S... Bead core 66, 66U, 66U1, 66U2, 66U3, 66S, 66S1, 66S2, 66S3, 166, 166U, 166U1, 166U2, 166M, 166M1, 166M2, 166S, 166S1, 166S2... Carcass ply (winding ply) 68, 68U, 68S, 168U, 168M, 168S... Bead Apex 162M···Intermediate frame segment

Claims

1. A frame body including a pair of beads and a carcass extending between the pair of beads; A tread located radially outward of the frame body and in contact with a road surface; A pair of side walls connected to the ends of the tread and positioned axially outboard of the frame body; Electronic Components Equipped with The frame body is composed of at least two frame segments, Each of the frame segments has a pair of bead cores and at least one carcass ply extending between the pair of bead cores, The frame body is configured such that an inner frame segment is covered by an outer frame segment, the innermost frame segment being the inner frame segment, and the outermost frame segment being the outer frame segment, At least one of the carcass plies of each of the frame segments has a ply body and a pair of turn-up portions connected to the ply body, and the turn-up portions are turned up at the bead core from the inner side toward the outer side in the tire axial direction, Each carcass ply constituting the carcass includes a number of carcass cords arranged in parallel, and each of the carcass cords is inclined with respect to an equator plane, The electronic component is disposed between two adjacent frame segments, between a turned-up portion of a winding ply located on the outermost side of the frame segment located on the inner side of the two frame segments, and a carcass ply located on the innermost side of the frame segment located on the outer side.

2. The frame body is composed of two frame segments, The bias tire of claim 1 , wherein electronic components are disposed between said inner frame segment and said outer frame segment.

3. The frame body is composed of three frame segments, a frame segment located between the inner frame segment and the outer frame segment is an intermediate frame segment; The bias tire of claim 1 , wherein electronic components are disposed at least one of between the inner frame segment and the intermediate frame segment and between the intermediate frame segment and the outer frame segment.

4. 4. The bias tire according to claim 2, wherein a distance between the electronic component and an end of the turned-up portion of the winding ply in the tire radial direction is 5 mm or more.

5. 4. The bias tire according to claim 2, wherein an end of a folded-up portion of at least one of the wound-up plies is located outside a position of a maximum width of the tire in a radial direction of the tire.

6. When the tire is mounted on the rim, The bias tire according to claim 2 or 3, wherein the electronic component is located outwardly of an outer end of a rim flange in a tire radial direction.

7. A bead apex is provided on the outer side of each bead core in the tire radial direction, The bias tire according to claim 2 or 3, wherein the electronic component is located outside upper ends of the bead apexes in a tire radial direction.

8. The bias tire according to claim 2 or 3, wherein the electronic component is a tag member including an RFID tag.

9. 4. The bias tire according to claim 2 or 3, which is an industrial vehicle tire.

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