Tire

Abstract

To provide a tire which can be easily manufactured and can detect that a nail is stuck in the tire.SOLUTION: A tire includes a carcass layer, a belt layer, a sealant layer, and a detection layer provided between the carcass layer and the sealant layer, and the detection layer is formed by laminating a first conductive layer, an insulating layer, and a second conductive layer. The tire further includes an inner liner for preventing permeation of air, and the detection layer is provided on the tire inner surface side of the inner liner. Alternatively, the insulating layer may be an inner liner that prevents air permeation.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to tires. [Background technology]

[0002] By providing a sealant layer inside the tire cavity, the car may be able to continue driving even if a nail punctures the tire. In other words, the sealant can seal the hole made by the nail, preventing air from escaping from the tire and allowing the car to continue driving.

[0003] Patent Document 1 also discloses a technology in which two conductive layers are arranged in the tread of a tire with a small gap between them. When the two conductive layers come into electrical contact due to an external cause such as a nail being stuck in them, this technology can detect an abnormality in the tire. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 52-129102 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in Patent Document 1, it is necessary to provide two conductive layers in the rubber of the tread portion of the tire, which poses the problem that it is difficult to provide conductive layers in the tread portion of existing tires, making manufacturing difficult.

[0006] The present disclosure has been made in view of the above, and aims to provide a tire that can be easily manufactured and that can detect whether a nail has penetrated the tire. [Means for solving the problem]

[0007] In order to solve the above-mentioned problems and achieve the objectives, a tire according to one embodiment of the present disclosure comprises a carcass layer, a belt layer, a sealant layer, and a detection layer provided between the carcass layer and the sealant layer, and the detection layer is formed by laminating a first conductive layer, an insulating layer, and a second conductive layer. [Effects of the Invention]

[0008] The tire of the present disclosure can be easily manufactured and can detect whether a nail has penetrated the tire. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a cross-sectional view in the tire meridian direction showing a tire according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is an enlarged view of a portion in the vicinity of the tire equator in FIG. [Figure 3] FIG. 3 is a diagram showing an example of a state in which a nail is stuck in the state shown in FIG. [Figure 4] FIG. 4 is an enlarged view of a portion of the detection layer near an end portion in the tire width direction. [Figure 5] FIG. 5 is a diagram illustrating the areas where the detection layer and the sealant layer are provided. [Figure 6] FIG. 6 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 7] FIG. 7 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 8] FIG. 8 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 9] FIG. 9 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 10] FIG. 10 is a circuit diagram showing an example of a sensor that detects electrical continuity between the first conductive layer and the second conductive layer of the detection layer. [Figure 11] FIG. 11 is a diagram showing the structure of a tire according to another embodiment. [Figure 12] FIG. 12 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 13] FIG. 13 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 14] FIG. 14 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. [Figure 15] FIG. 15 is a meridional cross section showing an example of the arrangement of the detection layer and the sensor. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description of each embodiment, components that are the same as or equivalent to those in other embodiments will be given the same reference numerals, and their description will be simplified or omitted. The present invention is not limited to each embodiment. Furthermore, the components of each embodiment include those that are easily replaceable by those skilled in the art, or those that are substantially the same. Note that the configurations described below can be combined as appropriate. Furthermore, the configurations can be omitted, replaced, or modified within the scope of the gist of the invention.

[0011] In the following description, the tire radial direction refers to the direction perpendicular to the tire rotation axis (not shown), which is the rotation axis of the tire 1 in this embodiment. The tire radial inner side refers to the side toward the tire rotation axis in the tire radial direction, and the tire radial outer side refers to the side away from the tire rotation axis in the tire radial direction. The tire circumferential direction refers to the direction around the tire rotation axis as the central axis. The tire width direction refers to the direction parallel to the tire rotation axis. The tire width inner side refers to the side toward the tire equatorial plane (tire equator line) CL in the tire width direction, and the tire width outer side refers to the side away from the tire equatorial plane CL in the tire width direction. The tire equatorial plane CL is a plane that is perpendicular to the tire rotation axis and passes through the center of the tire 1 across its width. The tire equatorial plane CL coincides in position in the tire width direction with the tire width centerline, which is the center position of the tire 1 across its width. The tire equator line refers to a line that is on the tire equatorial plane CL and runs along the tire circumferential direction of the tire 1. Also, a cross section in the tire meridian direction (meridian cross section) refers to a cross section of the tire cut by a plane including the tire rotation axis.

[0012] [tire] FIG. 1 is a cross-sectional view in the tire meridian direction showing a tire according to an embodiment of the present disclosure. As shown in FIG. 1, the tire 1 of the embodiment has a tread portion 2, a sidewall portion 8, and a bead portion 10. The tire 1 is fitted onto a rim R. In FIG. 1, the contact surface side of the tire 1 is the lower side. The tire 1 according to this embodiment is preferably a pneumatic tire. As the gas to be filled into the tire 1, normal air or air with an adjusted oxygen partial pressure, as well as inert gases such as nitrogen, argon, and helium can be used.

[0013] The tread portion 2 is disposed at the outermost portion in the tire radial direction when viewed in a tire meridian cross section. The tread portion 2 is made of a rubber composition. The surface of the tread portion 2, i.e., the portion that comes into contact with the road surface when a vehicle (not shown) equipped with the tire 1 is running, forms the tread contact surface. Shoulder portions 2C are formed at both outer ends of the tread portion 2 in the tire width direction.

[0014] The sidewall portions 8 are arranged on both sides in the tire width direction of the tread portion 2 and on the inner side in the tire radial direction of the shoulder portions 2C. The sidewall portions 8 are arranged in two locations on both sides in the tire width direction of the tire 1, and form the outermost exposed portions of the tire 1 in the tire width direction.

[0015] The bead portions 10 are disposed on the radially inner side of each sidewall portion 8. Like the sidewall portions 8, the bead portions 10 are disposed at two locations on both sides in the tire width direction. Each bead portion 10 is provided with a bead core 11, and a bead filler 12 is provided on the radially outer side of the bead core 11 in the tire. The bead core 11 is an annular member formed by bundling bead wires, which are steel wires, into a circular shape. The bead filler 12 is a rubber member disposed on the radially outer side of the bead core 11 in the tire.

[0016] The tire 1 has an internal structure including a belt layer 14 and a carcass layer 13 .

[0017] The belt layer 14 is disposed on the tread rubber of the tread portion 2. The belt layer 14 has a multi-layer structure in which a plurality of belts 141, 142 and a belt cover (not shown) are laminated. In this embodiment, the belt layer 14 has two layers of belts 141, 142 laminated together.

[0018] The belts 141 and 142 are formed by covering a plurality of belt cords made of steel or organic fiber material such as polyester, rayon, or nylon with coating rubber and rolling them. The belt angles of the belts 141 and 142, defined as the inclination angle of the belt cords with respect to the tire circumferential direction, are within a predetermined range (for example, 20 degrees or more and 55 degrees or less). The belt angles of the belts 141 and 142 are different from each other. For this reason, the belts 141 and 142 are formed as a so-called cross-ply structure (cross belt) in which the inclination directions of the belt cords are layered so as to cross each other.

[0019] The carcass layer 13 is disposed continuously on the radially inner side of the belt layer 14 in the tread portion 2, the sidewall portion 8, and the bead portion 10. Both ends of the carcass layer 13 in the tire width direction are wound back and secured to the outer side in the tire width direction so as to enclose the bead cores 11 and bead fillers 12 of both bead portions 10, and are wound around the tire circumferentially in a toroidal shape to form the tire framework. The carcass layer 13 has a single-layer structure consisting of one carcass ply or a multi-layer structure consisting of multiple carcass plies stacked together. The carcass ply of the carcass layer 13 is formed by coating multiple carcass cords made of steel or organic fiber material such as aramid, nylon, polyester, or rayon with coating rubber and rolling them. The carcass cords that make up the carcass ply are arranged side by side at an angle to the tire circumferential direction, with the angle aligned along the tire meridian direction.

[0020] A rim cushion rubber 17 is arranged on the radially inner side and widthwise outer side of the turned-up portion of the carcass layer 13. The rim cushion rubber 17 forms the contact surface of the bead portion 10 with the flange of the rim R. An inner liner layer 16 is formed along the inside of the carcass layer 13. The inner liner layer 16 is a layer provided on the inner side of the tire that prevents air from passing through. Because the inner liner layer 16 has the function of preventing air from passing through, the tire 1 is a tubeless tire.

[0021] The tire 1 has a tread pattern on the ground contact surface of the tread portion 2. Here, each dimension of the tread pattern is measured in an unloaded state with the tire mounted on a specified rim and inflated to a specified internal pressure.

[0022] Specified rim refers to the "standard rim" specified by JATMA, the "design rim" specified by TRA, or the "measuring rim" specified by ETRTO. Specified internal pressure refers to the "maximum air pressure" specified by JATMA, the maximum value of the "tire load limits at various cold inflation pressures" specified by TRA, or the "inflation pressures" specified by ETRTO. Specified load refers to the "maximum load capacity" specified by JATMA, the maximum value of the "tire load limits at various cold inflation pressures" specified by TRA, or the "load capacity" specified by ETRTO.

[0023] The groove width (also called the open groove width) is measured as the maximum distance between the opposing groove walls at the groove opening at the tread contact surface 2B when the tire is mounted on a specified rim, inflated to a specified internal pressure, and in an unloaded state. In addition, when the groove opening has a notch or chamfer, the groove width is measured using the intersection of an extension of the tread contact surface 2B and an extension of the groove wall as the endpoint in a cross section parallel to the tire width direction and the tire radial direction.

[0024] The groove depth is measured as the maximum distance from the tread contact surface 2B to the groove bottom when the tire is mounted on a specified rim, inflated to a specified internal pressure, and under no load. If the tire has partial unevenness or sipes at the groove bottom, the groove depth is measured excluding these.

[0025] 1, the tire 1 of the embodiment includes, as a tread pattern, circumferential main grooves 31A, 31B, and 31C, and a circumferential groove 32. Each of the circumferential main grooves 31A, 31B, and 31C is defined as a groove that is required to display a wear indicator as specified by JATMA.

[0026] The circumferential main grooves 31A, 31B, and 31C extend along the tire circumferential direction and have a continuous annular structure around the entire tire circumference. The circumferential main grooves 31A, 31B, and 31C are arranged in parallel in the tire width direction. The circumferential main grooves 31A, 31B, and 31C are formed linearly along the tire circumferential direction without any bends. The circumferential main grooves 31A, 31B, and 31C have a maximum groove width of 3.0 mm or more and 13.0 mm or less in a cross section perpendicular to the tire circumferential direction, and a groove depth of 7.0 mm or more and 10.0 mm or less.

[0027] Fig. 2 is an enlarged view of portion A near the tire equator in Fig. 1. As shown in Fig. 2, in portion A, the carcass layer 13, the inner liner layer 16, the first conductive layer 201, the insulating layer 203, the second conductive layer 202, and the sealant layer 200 are provided in this order on the tire radially inner side of the belt layer 14. The sealant layer 200 is a layer containing a sealant for sealing holes.

[0028] The first conductive layer 201, the insulating layer 203, and the second conductive layer 202 correspond to the sensing layer 204 of the present disclosure. That is, the sensing layer 204 is formed by laminating the first conductive layer 201, the insulating layer 203, and the second conductive layer 202. The sensing layer 204 is provided between the carcass layer 13 and the sealant layer 200. The sensing layer 204 is provided on the tire cavity side of the belt layer 14. The sensing layer 204 is provided closer to the tire inner surface than the inner liner layer 16. In the configuration of FIG. 2 , the insulating layer 203 is provided between the first conductive layer 201 and the second conductive layer 202, so the first conductive layer 201 and the second conductive layer 202 are not in electrical contact with each other.

[0029] The first conductive layer 201 and the second conductive layer 202 are made of, for example, conductive cloth, metal cloth, or conductive tape. The insulating layer 203 is made of, for example, rubber, urethane agent, or nonwoven fabric. The thickness of the insulating layer 203 is preferably 1 mm or more and 3 mm or less. If the thickness of the insulating layer 203 is less than 1 mm, it is not preferable because the layer is thin and may break. If the thickness of the insulating layer 203 is more than 3 mm, it is not preferable because it becomes difficult to maintain durability during high-speed driving.

[0030] Adhesive layers (not shown) are provided between the first conductive layer 201, the second conductive layer 202, and the insulating layer 203, and on the outermost periphery of the detection layer 204. The adhesive layers bond adjacent layers together, preventing the layers from peeling off. Bonding the layers with the adhesive layers also allows the detection layer 204 to be attached later. In other words, since the detection layer 204 can be provided on the inner cavity side of the tire after manufacture, the tire itself can be manufactured easily, improving tire productivity.

[0031] 3 is a diagram showing an example of a state in which a nail has been stuck in the tire shown in FIG. 3. As shown in FIG. 3, when a tire runs over a nail 300, a tip 300S of the nail 300 may penetrate the first conductive layer 201, the insulating layer 203, and the second conductive layer 202. If the nail 300 is made of metal or has conductivity, the first conductive layer 201 and the second conductive layer 202 are electrically connected via the nail 300. The electrical connection between the first conductive layer 201 and the second conductive layer 202 is detected by a sensor, as will be described later. This is true not only for nail 300, but also for any conductive protrusion that the tire runs over.

[0032] Returning to Figure 2, according to this embodiment, the first conductive layer 201, the second conductive layer 202, the insulating layer 203, and the sealant layer 200 can be added later. That is, the detection layer 204 can be provided on the inner cavity side of an existing tire after manufacture, thereby improving tire productivity. The configuration of Figure 2 allows for post-installation, which does not affect tire productivity and can also be added later as part of tire after-sales service.

[0033] 4 is an enlarged view of a portion B near an end of the detection layer 204 in the tire width direction. As shown in FIG. 4, the detection layer 204 is covered with the sealant layer 200. In the tire meridian cross section, the width of the sealant layer 200 in the tire width direction is greater than the width of the detection layer 204 in the tire width direction. The width of the detection layer 204 in the tire width direction is greater than the width of the belt 141 of the belt layer 14 in the tire width direction. By making the width of the detection layer 204 wider than the widest belt 141 of the belt layer 14, it is possible to cover the entire contact patch of the tire 1.

[0034] The distance L1 from the outer end of the belt 141 of the belt layer 14 in the tire width direction to the end of the detection layer 204 is preferably 0 mm or more and 10 mm or less. If the distance L1 is in this range, the total amount of the detection layer 204 can be kept to the minimum necessary, thereby improving durability against high-speed running. The distance L2 from the end of the detection layer 204 to the end of the sealant layer 200 in the tire width direction is preferably, for example, 5 mm or less. If the distance L2 is 5 mm or less, the sealant layer 200 can close any open holes, preventing air leakage.

[0035] 5 is a diagram illustrating the range in which the detection layer 204 and the sealant layer 200 are provided. In FIG. 5, the detection layer 204, which is made up of the first conductive layer 201, the insulating layer 203, and the second conductive layer 202, is preferably provided over an area of ​​80% or more of one circumference (360°) in the tire circumferential direction. In this example, the entire detection layer is covered by the sealant layer 200.

[0036] 6 to 9 are meridional cross-sectional views showing examples of the arrangement of the detection layer and the sensor. FIG. 7 is an enlarged view of part C in FIG. 6. FIG. 8 is an enlarged view of part D in FIG. 7. FIG. 9 is an enlarged view of part E in FIG. 8. FIGS. 6 to 9 are diagrams showing the connection state of a sensor 180 for detecting the conduction state between the first conductive layer 201 and the second conductive layer 202 and other parts. In FIGS. 6 to 9, the sensor 180 of this example is provided at the position of an air valve for introducing air into the tire cavity. The sensor 180 may be integrated with the air valve.

[0037] 6 to 9, one end of wiring 181 is connected by solder 191 to a portion near an end of first conductive layer 201. The other end of wiring 181 is connected to sensor 180. Furthermore, wiring 182 is connected by solder 192 to a portion near an end of second conductive layer 202. The other end of wiring 182 is connected to sensor 180. As described with reference to FIG. 3, when a nail is pierced and electrical continuity is established between first conductive layer 201 and second conductive layer 202, electrical continuity of sensor 180 can be detected via wiring 181 and wiring 182.

[0038] FIG. 10 is a circuit diagram showing an example of a sensor 180 that detects electrical continuity between the first conductive layer 201 and the second conductive layer 202 of the detection layer 204. In FIG. 10, the sensor 180 includes a wiring 181 electrically connected to the first conductive layer 201, a wiring 182 electrically connected to the second conductive layer 202, a battery 183, and a detection signal output circuit 184. When electrical continuity occurs between the first conductive layer 201 and the second conductive layer 202 due to the penetration of a nail, a voltage from the battery 183 is applied to the detection signal output circuit 184. When the voltage from the battery 183 is applied to the detection signal output circuit 184, the detection signal output circuit 184 outputs a detection signal 185. The detection signal 185 is input to, for example, a higher-level device (not shown). The higher-level device can detect that an abnormality has occurred in the tire 1. The detection signal output circuit 184 may output a warning sound instead of the detection signal 185 to notify the user that an abnormality has occurred in the tire 1.

[0039] The tire according to the embodiment described above can be easily manufactured and can detect whether a nail has penetrated the tire.

[0040] [Variations] FIG. 11 is a diagram showing the structure of a tire according to another embodiment. FIG. 11 is a diagram showing a portion corresponding to portion A near the tire equator in FIG. 1. As shown in FIG. 11, a carcass layer 13, a first conductive layer 201, an inner liner layer 16, a second conductive layer 202, and a sealant layer 200 are provided in this order on the radially inner side of the belt layer 14. The tire differs from the tire 1 described with reference to FIG. 2 in that the inner liner layer 16 is used as an insulating layer instead of the insulating layer 203 in FIG. 2. The first conductive layer 201, the inner liner layer 16, and the second conductive layer 202 correspond to the detection layer 204a of the present disclosure. The thickness of the inner liner layer 16, which is an insulating layer, is preferably 0.5 mm or more and 1.5 mm or less. A thickness of 0.5 mm or more and 1.5 mm or less can be used as an internal tire structure, and the occurrence of breakage during tire processing and use can be suppressed. Note that, in this example, the detection layer 204a is also provided on the tire cavity side of the belt layer 14.

[0041] The first conductive layer 201 and the second conductive layer 202 are made of conductive cloth, metal cloth, or conductive tape. An adhesive layer (not shown) is provided between the second conductive layer 202 and the inner liner layer 16. The sealant layer 200 is provided closer to the tire cavity than the detection layer 204a. In a tire meridian cross section, the width of the sealant layer 200 in the tire width direction is wider than the width of the detection layer 204a in the tire width direction. The distance L2 (see FIG. 4) from the end of the detection layer 204a to the end of the sealant layer 200 in the tire width direction is preferably, for example, 5 mm or less. If the distance L2 is 5 mm or less, the sealant layer 200 can seal any open holes and prevent air leakage.

[0042] 12 to 15 are meridional cross-sectional views showing examples of the arrangement of the detection layer 204a and the sensor. FIG. 13 is an enlarged view of portion F in FIG. 12. FIG. 14 is an enlarged view of portion G in FIG. 13. FIG. 15 is an enlarged view of portion H in FIG. 13. FIGS. 12 to 15 are diagrams showing the connection state of a sensor 180 for detecting the conduction state between the first conductive layer 201 and the second conductive layer 202 and other parts. In FIGS. 12 to 15, the sensor 180 of this example is provided at the position of an air valve for introducing air into the tire cavity. The sensor 180 may be integrated with the air valve.

[0043] 12 to 15, one end of wiring 181 is connected by solder 191 to a portion near an end of first conductive layer 201. The other end of wiring 181 is connected to sensor 180. Furthermore, wiring 182 is connected by solder 192 to a portion near an end of second conductive layer 202. The other end of wiring 182 is connected to sensor 180. As described with reference to FIG. 3, when a nail is pierced and electrical continuity is established between first conductive layer 201 and second conductive layer 202, electrical continuity of sensor 180 can be detected via wiring 181 and wiring 182.

[0044] The tire of the modified example described above can be easily manufactured and can detect whether a nail has penetrated the tire.

[0045] The present disclosure encompasses the following inventions. <1> a carcass layer, a belt layer, a sealant layer, and a detection layer provided between the carcass layer and the sealant layer; The detection layer is formed by laminating a first conductive layer, an insulating layer, and a second conductive layer. tire. <2> An inner liner that prevents air from passing through, The detection layer is provided on the inner surface of the tire closer to the inner liner. <1> A tire as described in <3> The insulating layer is an inner liner that prevents air from passing through. <1> A tire as described in <4> The detection layer is provided on the tire cavity side of the belt layer, and The detection layer is not provided on the tire cavity side of the tire side portion. <1> from <3> 1. A tire according to any one of the preceding items. <5> The length in the tire width direction from the edge of the belt layer in the tire width direction to the edge of the detection layer in the tire width direction is 0 mm or more and 10 mm or less. <1> from <3> 1. A tire according to any one of the preceding items. <6> the first conductive layer and the second conductive layer are made of conductive cloth, metal cloth, or conductive tape; The insulating layer is made of rubber, urethane material, or nonwoven fabric, An adhesive layer is provided between the first conductive layer, the second conductive layer, and the insulating layer, and on the outermost periphery of the detection layer. <2> A tire as described in <7> The thickness of the insulating layer is 1 mm or more and 3 mm or less. <2> or <6> A tire as described in <8> The first conductive layer and the second conductive layer are made of conductive cloth, metal cloth, or conductive tape, and an adhesive layer is provided between the second conductive layer and the inner liner. <3> A tire as described in <9> The thickness of the insulating layer is 0.5 mm or more and 1.5 mm or less. <3> or <8> A tire as described in <10> the sealant layer is provided closer to the tire cavity than the detection layer, In a tire meridian cross section, the width of the sealant layer in the tire width direction is larger than the width of the detection layer in the tire width direction. <1> from <9> 1. A tire according to any one of the preceding items. [Explanation of symbols]

[0046] 1 tire 2 Tread section 2B tread contact surface 2C Shoulder section 8 Sidewall 10 Bead section 11 Bead core 12 Bead filler 13 Carcass layer 14 Belt Layer 16 Inner liner layer 17 Rim cushion rubber 31A, 31B, 31C Circumferential main groove 32 Circumferential groove 141,142 Belt 180 sensors 181,182 Wiring 183 Batteries 184 Detection signal output circuit 185 Detection Signal 191,192 solder 200 sealant layer 201 First conductive layer 202 Second conductive layer 203 Insulating layer 204,204a Detection layer 300 nails 300S tip L1,L2 distance R rim

Claims

1. a carcass layer, a belt layer, a sealant layer, and a detection layer provided between the carcass layer and the sealant layer; The detection layer is formed by laminating a first conductive layer, an insulating layer, and a second conductive layer. tire.

2. An inner liner that prevents air from passing through, The detection layer is provided on the inner surface of the tire closer to the inner liner.

2. The tire of claim 1.

3. The insulating layer is an inner liner that prevents air from passing through.

2. The tire of claim 1.

4. The detection layer is provided on the tire cavity side of the belt layer, and The detection layer is not provided on the tire cavity side of the tire side portion. A tire according to any one of claims 1 to 3.

5. The tire according to any one of claims 1 to 3, wherein a length in the tire width direction from an edge of the belt layer in the tire width direction to an edge of the detection layer in the tire width direction is 0 mm or more and 10 mm or less.

6. the first conductive layer and the second conductive layer are made of conductive cloth, metal cloth, or conductive tape; The insulating layer is made of rubber, urethane material, or nonwoven fabric, An adhesive layer is provided between the first conductive layer, the second conductive layer, and the insulating layer, and on the outermost periphery of the detection layer.

3. The tire of claim 2.

7. The thickness of the insulating layer is 1 mm or more and 3 mm or less. The tire according to claim 2 or claim 6.

8. The first conductive layer and the second conductive layer are made of conductive cloth, metal cloth, or conductive tape, and an adhesive layer is provided between the second conductive layer and the inner liner.

4. The tire of claim 3.

9. The thickness of the insulating layer is 0.5 mm or more and 1.5 mm or less.

9. The tire according to claim 3 or claim 8.

10. the sealant layer is provided closer to the tire cavity than the detection layer, In a tire meridian cross section, the width of the sealant layer in the tire width direction is larger than the width of the detection layer in the tire width direction. A tire according to any one of claims 1 to 3.

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