JP2023139812A - tire - Google Patents

Abstract

To provide a tire which enables prevention of falling-off of a function component and ensuring of high sensing accuracy.SOLUTION: This tire comprises: a sheet-like base 11; and a storage part 12 that stores a function component for the tire on one surface of the base 11, and a function component support body 10 in which the other surface of the base 11 becomes an attachment surface 13 to the inner surface of the tire is attached to the tire. The function component support body 10 is attached to the inner surface of the tire with an intermediate layer 20 between, an attachment surface 21 for attaching the function component support body 10 to the surface side of the intermediate layer 20 facing a tire inner cavity is provided, and the flatness of the attachment surface 21 of the intermediate layer 20 in an unloaded state is set to 0.0 mm-0.3 mm.SELECTED DRAWING: Figure 3

Description

The present invention relates to a tire equipped with a support for a functional component having the function of detecting the condition of the tire.

In recent years, a sensor unit (functional component) including a sensor that acquires tire internal information such as internal pressure and temperature has been installed in the inner cavity of a tire. In order to attach such functional components to the inner surface of a tire, a support that functions as a pedestal for the functional component is adhered to the inner surface of the tire, and the functional component is housed inside the support (for example, , see Patent Document 1). However, the inner surface of the tire to which such a support is attached usually has a gently curved surface, and there may be irregularities caused by the bladder during manufacturing, so there is a risk that the support will not adhere well. was there. In particular, in the case of a type of sensor whose functional parts detect vibrations, etc. to obtain tire information, if the adhesive is not sufficiently bonded as described above, the sensor may not be able to accurately detect vibrations, etc. on the inner surface of the tire. However, there was a risk that the sensing accuracy would deteriorate.

Japanese Patent Application Publication No. 2015-160512

An object of the present invention is to provide a tire that can prevent functional parts from falling off and ensure good sensing accuracy.

The tire of the present invention for achieving the above object has a sheet-like base, and a housing section for housing functional parts for the tire on one surface of the base, and the other surface of the base has a seat inside the tire. A tire to which a functional component support serving as a mounting surface to the surface is attached, the functional component support being attached to the inner surface of the tire via an intermediate layer, and the intermediate layer having a side facing the inner cavity of the tire. The intermediate layer has a mounting surface for mounting the functional component support, and the flatness of the mounting surface of the intermediate layer in an unloaded state is 0.0 mm to 0.3 mm.

In the present invention, an intermediate layer having an attachment surface for attaching a functional component support to the inner surface of the tire is provided, and the attachment surface of this intermediate layer is configured to satisfy the above-mentioned flatness condition. Therefore, the functional component support can be bonded without being affected by the unevenness of the inner surface of the tire or the curvature in the circumferential and width directions, and it is possible to prevent the functional components from falling off or being damaged during driving. . In addition, if the functional component includes a type of sensor that detects tire vibration etc. and acquires tire information, the adhesion of the functional component (functional component support) to the flat mounting surface will be good, so the sensing Accuracy can also be improved. In addition, "the flatness of the mounting surface of the intermediate layer in a no-load state" refers to the flatness of the mounting surface of the intermediate layer in a state where the rim is not assembled and no load or internal pressure is applied (the tire is laid flat). This is the distance between two planes when a three-dimensional shape is captured as image data and it is sandwiched between two planes from above and below.

In the tire of the present invention, it is preferable that the 100% modulus of the rubber or resin constituting the intermediate layer is 1.0 MPa or more and less than 12.0 MPa. By setting the physical properties of the intermediate layer in this way, the physical properties of the material that makes up the intermediate layer are close to those of the materials that make up the tire, making it easier for the intermediate layer to follow the deformation of the tire, and making the intermediate layer This can prevent it from falling off. Note that the 100% modulus of the rubber or resin constituting the intermediate layer is measured in accordance with JIS-K6251.

In the tire of the present invention, the 100% modulus of the rubber or resin constituting the intermediate layer is preferably 50% to 150% of the 100% modulus of the rubber or resin constituting the inner surface of the tire. By setting the physical properties of the intermediate layer in this way, the physical properties of the intermediate layer and the inner surface of the tire become similar, making it easier for the intermediate layer to follow the deformation of the tire and preventing the intermediate layer from falling off from the tire. I can do it. In addition, if the functional component includes a type of sensor that detects tire vibrations and obtains tire information, the physical properties of the intermediate layer are similar to those of the inner surface of the tire, so that tire vibrations, etc. can be transmitted well. It is also possible to improve sensing accuracy. The 100% modulus of the rubber or resin constituting the intermediate layer and the rubber or resin constituting the tire surface is measured in accordance with JIS-K6251.

In the present invention, it is preferable that the area Ac of the mounting surface of the base and the area Ap of the mounting surface of the intermediate layer satisfy the relationship Ac<Ap, and that the entire surface of the mounting surface of the base is in contact with the mounting surface of the intermediate layer. . This allows the base (the mounting surface thereof) to be reliably bonded to the mounting surface of the intermediate layer, which is advantageous for improving resistance to falling off and breakage resistance.

In the present invention, it is preferable that the maximum thickness of the intermediate layer on the mounting surface is 0.5 mm to 5.0 mm. By setting the thickness of the intermediate layer in this manner, it is possible to suppress an increase in mass due to the intermediate layer and maintain a good weight balance of the tire. Note that the maximum thickness of the intermediate layer on the mounting surface is the maximum value of the thickness measured along the tire radial direction from the surface of the mounting surface to the inner surface of the tire.

In the present invention, it is preferable that the mounting surface of the base is bonded to the mounting surface of the intermediate layer with an adhesive. By using such an adhesive, workability when bonding the functional component support to the intermediate layer can be improved.

The tire of the present invention is preferably a pneumatic tire, but may be a non-pneumatic tire. In the case of a pneumatic tire, its interior can be filled with air, an inert gas such as nitrogen, or other gas.

1 is a meridian cross-sectional view showing an example of a tire according to an embodiment of the present invention. FIG. 2 is a perspective cross-sectional view showing an example of a functional component support attached to the tire of FIG. 1. FIG. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram schematically showing a part of the inner surface of a tread portion of a tire according to an embodiment of the present invention. FIG. 2 is an explanatory diagram schematically showing a part of the inner surface of a tread portion of a tire according to another embodiment of the present invention.

Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings.

The tire (pneumatic tire) of the present invention, as shown in FIG. A pair of bead portions 3 are arranged inside. In FIG. 1, the symbol CL indicates the tire equator. Although not depicted in FIG. 1 because it is a meridian cross-sectional view, the tread portion 1, sidewall portion 2, and bead portion 3 each extend in the circumferential direction of the tire and form an annular shape, which makes the pneumatic tire toroidal. The basic structure of The following description using FIG. 1 is basically based on the illustrated meridian cross-sectional shape, but each tire component extends in the tire circumferential direction and forms an annular shape.

A carcass layer 4 including a plurality of reinforcing cords (hereinafter referred to as carcass cords) extending in the tire radial direction is mounted between the pair of left and right bead portions 3. A bead core 5 is embedded in each bead portion, and a bead filler 6 having a substantially triangular cross section is arranged on the outer periphery of the bead core 5. The carcass layer 4 is folded back around the bead core 5 from the inner side in the tire width direction to the outer side. As a result, the bead core 5 and the bead filler 6 are formed in the main body part of the carcass layer 4 (the part from the tread part 1 through each sidewall part 2 to each bead part 3) and the folded part (around the bead core 5 in each bead part 3). (a portion that is folded back and extends toward each sidewall portion 2).

A plurality of belt layers 7 (two layers in the illustrated example) are embedded in the outer peripheral side of the carcass layer 4 in the tread portion 1 . Each belt layer 7 includes a plurality of reinforcing cords (hereinafter referred to as belt cords) that are inclined with respect to the tire circumferential direction, and the belt cords are arranged so as to cross each other between layers. In these belt layers 7, the angle of inclination of the belt cords with respect to the tire circumferential direction can be set, for example, in the range of 10° to 40°. As the belt cord constituting the belt layer 7, for example, a steel cord is preferably used.

Furthermore, a belt cover layer 8 is provided on the outer peripheral side of the belt layer 7. The belt cover layer 8 includes reinforcing cords (hereinafter referred to as cover cords) oriented in the tire circumferential direction. In the belt cover layer 8, the cover cord can be set at an angle of, for example, 0° to 5° with respect to the tire circumferential direction. As the belt cover layer 8, a full cover layer 8a that covers the entire area in the width direction of the belt layer 7, a pair of edge cover layers 8b that locally cover both ends of the belt layer 7 in the tire width direction, may be used alone, or A combination of these can be provided (in the illustrated example, both the full cover layer 8a and the edge cover layer 8b are provided). As the cover cord constituting the belt cover layer 8, organic fiber cords such as nylon and aramid are preferably used.

An inner liner layer 9 is provided along the carcass layer 4 on the inner surface of the tire. This inner liner layer 9 is a layer for preventing the air filled in the tire from permeating to the outside of the tire. As the material constituting the inner liner layer 9, for example, a rubber composition mainly composed of butyl rubber having air permeation prevention performance is preferably used.

Since the present invention mainly relates to a functional component support 10, which will be described later, and an intermediate layer 20 for attaching it to the inner surface of the tire, the basic structure of the tire is not limited to that described above.

In the example of FIG. 1, a functional component support 10 in which a functional component S is inserted is attached to the inner surface of the tire (the center of the tread portion 1 in the tire width direction) via an intermediate layer 20. The mounting position of the functional component support 10 is not particularly limited, but when the functional component S (sensor, etc.) included in the functional component support 10 acquires tire tread information, the functional component support 10 is mounted as shown in the figure. It is preferable to provide it at the center of the tread portion 1 in the tire width direction.

The functional component support 10 is interposed between the functional component 10 and the inner surface of the tire (intermediate layer 20) when the functional component S such as a sensor is attached to the inner surface of the tire. Therefore, it includes at least a portion that accommodates the functional component S and a portion that contacts the inner surface of the tire. For example, in the example shown in FIG. 2, the functional component support 10 includes a disk-shaped base 11 and a housing section 12 provided on one surface of the base 11. At this time, the other surface of the base 11 becomes the mounting surface 13 for the inner surface of the tire. This mounting surface 13 is preferably a smooth surface in order to improve adhesion to the inner surface of the tire. In the illustrated example, the accommodating portion 12 has a cylindrical shape including a side wall 12A surrounding the functional component and a bottom surface 12B against which the bottom surface of the functional component comes into contact when the functional component is accommodated.

The functional component support body 10 is preferably made of rubber, for example. That is, it is preferable that the functional component support body 10 is made of rubber because it expands and contracts when the functional component is taken in and out of the accommodating portion 12. Materials for the functional component support 10 include chloroprene rubber (CR), butyl rubber (IIR), natural rubber (NR), acrylonitrile-butadiene copolymer rubber (NBR), butadiene rubber (BR), styrene-butadiene rubber (SBR), etc. can be exemplified. These can be used alone or as a blend of two or more.

The functional component inserted into the functional component support 10 is, for example, a case in which electronic components including a sensor for acquiring tire information, a transmitter, a receiver, a control circuit, a battery, etc. are housed as appropriate. It consists of The tire information acquired by the sensor includes the internal temperature and internal pressure of the pneumatic tire, the amount of wear on the tread portion 1, and the like. As a sensor for detecting these, for example, when measuring internal temperature or internal pressure, a temperature sensor or a pressure sensor is used. When detecting the amount of wear on the tread portion 1, a piezoelectric sensor (piezoelectric element) that directly or indirectly contacts the inner surface of the tire can be used. The amount of wear on the tread portion 1 is detected based on the output voltage. Note that even if the piezoelectric sensor (piezoelectric element) is in indirect contact with the inner surface of the tire via the casing or the functional component support 10, it is possible to detect the output voltage according to the deformation of the tire during running. can. Besides that, it is also possible to use an acceleration sensor or a magnetic sensor. Further, the functional component is configured to transmit tire information acquired by the sensor to the outside of the tire. It is preferable that this tire information be transmitted periodically and automatically.

In the pneumatic tire of the present invention, the functional component support 10 is attached to the inner surface of the tire via the intermediate layer 20. The intermediate layer 20 is configured to fill the curvature of the inner surface of the tire (curvature convex outward in the tire radial direction) and form a flat surface (attachment surface 21) on the tire inner cavity side. The intermediate layer 20 is a layer made of rubber or resin. When the intermediate layer 20 is made of rubber (vulcanized rubber), it may be vulcanized and bonded during tire manufacture, or it may be bonded to the tire after vulcanization using an adhesive or the like. When the intermediate layer 20 is vulcanized and bonded during tire manufacture, the tire body and the intermediate layer 20 are integrally vulcanized, so that the adhesion and integrity of the intermediate layer 20 to the tire can be improved. When the intermediate layer 20 is bonded to the tire after vulcanization, the intermediate layer 20 is excellent in versatility in that the intermediate layer 20 can be provided on any tire afterward.

The intermediate layer 20 has a mounting surface 21 for mounting the functional component support 10 on the side facing the tire inner cavity. The flatness of this mounting surface 21 under no load is 0.0 mm to 0.3 mm, preferably 0.0 mm to 0.1 mm. By using such an intermediate layer 20 (mounting surface 21), the functional component support 10 can be attached to the inner surface of the tire without being affected by the unevenness of the inner surface of the tire or the curvature in the circumferential direction and the width direction. This prevents the vehicle from falling off or being damaged while driving. In addition, when the functional component includes a type of sensor that detects tire vibration etc. to obtain tire information, the functional component (functional component support 10) is well adhered to the mounting surface 21 configured as a flat surface. , sensing accuracy can also be improved. At this time, if the flatness of the mounting surface 21 exceeds 0.3 mm, the mounting surface 21 will not be smooth or will be curved, which may hinder good adhesion of the functional component support 10.

As mentioned above, the intermediate layer 20 is a layer made of rubber or resin, and the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 is preferably 1.0 MPa or more and less than 12.0 MPa, more preferably It is preferable that the pressure is 1.2 MPa or more and 4.0 MPa or less. By configuring the intermediate layer 20 with such a material, the physical properties of the intermediate layer 20 become close to those of the tire, so that the intermediate layer 20 easily follows the deformation of the tire, and the intermediate layer 20 does not fall off from the tire. can be prevented. If the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 is less than 1.0 MPa, vibrations of the tire and the like will be difficult to transmit to the sensor, resulting in a decrease in sensing accuracy. If the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 is 12.0 MPa or more, it becomes difficult for the intermediate layer to follow tire deformation, and the adhesive strength of the intermediate layer decreases.

As described above, when the tire of the present invention is a pneumatic tire, the inner liner layer 9 is provided on the innermost surface of the tire, so the intermediate layer 20 is basically adhered to the inner liner layer 9. Therefore, it is preferable that the intermediate layer 20 has physical properties similar to those of the inner liner layer 9. Specifically, the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 is preferably 50% to 150% of the 100% modulus M _I of the rubber or resin constituting the inner surface of the tire (inner liner layer 9). , more preferably 80% to 120%. By defining the physical properties of the intermediate layer 20 in this way, the physical properties of the intermediate layer 20 and the inner surface of the tire (inner liner layer 9) become similar, making it easier for the intermediate layer 20 to follow the deformation of the tire. can be prevented from falling off the tire. In addition, when the functional component includes a type of sensor that detects tire vibration etc. and acquires tire information, the physical properties of the intermediate layer 20 are close to those of the inner surface of the tire (inner liner layer 9), so that vibrations of the tire can be detected. etc. can be transmitted well, and sensing accuracy can also be improved. At this time, if the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 is less than 50% of the 100% modulus M _I of the rubber or resin constituting the inner surface of the tire, sensing accuracy will decrease. When the 100% modulus M _L of the rubber or resin constituting the intermediate layer 20 exceeds 150% of the 100% modulus M _I of the rubber or resin constituting the inner surface of the tire, the adhesive strength of the intermediate layer decreases.

As shown in FIG. 3, the mounting surface 21 of the intermediate layer 20 preferably has a width that includes the mounting surface 13 of the functional component support 10 (base 11). That is, it is preferable that the area Ac of the mounting surface 13 of the functional component support 10 (base 11) and the area Ap of the mounting surface 21 of the intermediate layer 20 satisfy the relationship Ac<Ap. In this area relationship, it is preferable that the entire surface of the mounting surface 13 of the functional component support 10 (base 11) be in contact with the mounting surface 21 of the intermediate layer 20. As a result, the mounting surface 13 of the functional component support 10 (base 11) can be reliably bonded to the mounting surface 21 of the intermediate layer 20, which is advantageous for improving drop-off resistance and breakage resistance. Note that good adhesion is possible if the above-mentioned area relationship is satisfied and the mounting surface 13 of the functional component support 10 (base 11) is bonded without protruding from the mounting surface 21 of the intermediate layer 20. The shapes of the mounting surface 13 of the functional component support 10 (base 11) and the mounting surface 21 of the intermediate layer 20 are not particularly limited. For example, as in the example shown in FIG. 3, the circular mounting surface 13 may be bonded to the circular mounting surface 21. Alternatively, the circular mounting surface 13 may be bonded to the polygonal mounting surface 21. Furthermore, the mounting surface 13 of the functional component support 10 may be configured to have a polygonal shape, and this may be adhered to the circular or polygonal mounting surface 21.

Depending on the number of functional components (functional component supports 10) provided on the inner surface of the tire, the intermediate layer 20 may include a plurality of attachment surfaces 21. For example, in the embodiment shown in FIG. 4, the intermediate layer 20 has two mounting surfaces 21, and one functional component support 10 is provided on each of the two mounting surfaces 21. In this case, it is preferable that the area Ap of each mounting surface 21 and the area Ac of the mounting surface 13 of the functional component support 10 adhered to each mounting surface 21 satisfy the above-mentioned relationship Ac<Ap. In addition, in an embodiment in which the intermediate layer 20 includes a plurality of mounting surfaces 21, the boundaries between the plurality of mounting surfaces 21 may not be flat, so the mounting surface 13 of the functional component support 10 is connected to the plurality of mounting surfaces of the intermediate layer 20. It is preferable to bond so that the entire surface of the mounting surface 13 of the functional component support 10 is contained within the plane of each mounting surface 21 without crossing the boundaries of the functional component support 10 .

The intermediate layer 20 is not provided over the entire circumference of the tire, but is provided locally at the mounting position of the functional component (functional component support 10). There is a risk of the weight balance being disturbed. Therefore, in order to suppress the increase in mass due to the intermediate layer 20, it is preferable to reduce the thickness of the intermediate layer 20 and suppress the amount of rubber used in the intermediate layer 20. Specifically, the maximum thickness T of the mounting surface 21 of the intermediate layer 20 is preferably 0.5 mm to 5.0 mm, more preferably 1.0 mm to 3.0 mm. By setting the thickness T of the intermediate layer 20 in this manner, it is possible to suppress an increase in mass due to the intermediate layer 20 and maintain a good weight balance of the tire. In addition, as mentioned above, in the case of having a plurality of mounting surfaces 21, it is preferable that the thickness of each mounting surface 21 satisfies the above-mentioned range.

Although the method of attaching the functional component support 10 to the mounting surface 21 of the intermediate layer 20 is not particularly limited, for example, an adhesive may be applied to the mounting surface 13 of the functional component support 10, and the functional component support 10 may be attached using this adhesive. The mounting surface 13 of the intermediate layer 20 is preferably bonded to the mounting surface 21 of the intermediate layer 20. Such an adhesive may be, for example, a type of adhesive that hardens under an environment of normal temperature and normal pressure. By using such an adhesive, workability when bonding the functional component support 10 to the intermediate layer 20 can be improved.

EXAMPLES Hereinafter, the present invention will be further explained with reference to Examples, but the scope of the present invention is not limited to these Examples.

The tire size is 225/45R18 and has the basic structure shown in FIG. 1, and regarding the intermediate layer for attaching the functional component support, the flatness of the mounting surface, the 100% modulus M _L of the rubber constituting the intermediate layer, The ratio of the 100% modulus M L of the rubber constituting the intermediate layer to the 100% modulus of the rubber M _I constituting the inner liner layer (M _L /M _I ×100%) and the maximum thickness T are set as _shown in Table 1. Pneumatic tires (test tires) of Conventional Example 1, Comparative Examples 1 to 3, and Examples 1 to 3 were manufactured.

Flatness was measured as the distance between two planes when the three-dimensional shape of the mounting surface was captured as image data and sandwiched between two planes from above and below. The 100% modulus M _L and M _I were measured by cutting out a JIS No. 3 dumbbell-shaped test piece from a vulcanized rubber test piece using the rubber constituting each layer in accordance with JIS-K6251.

These test tires were evaluated for workability, drop resistance, sensing accuracy, and dynamic balance using the following evaluation methods, and the results are also shown in Table 1.

Workability The time required to attach a functional component (functional component support) to the inner surface of each test tire was measured. Since Conventional Example 1 does not include an intermediate layer, the time required to directly attach the functional component to the inner surface of the tire (the center of the tread portion) was measured. In another example, the time required to attach a functional component to an intermediate layer was measured. The evaluation results are expressed as an index, with Conventional Example 1 being 100, and the smaller the index value, the shorter the required time and the better the workability.

Resistance to falling off Each test tire with functional parts attached was assembled to a wheel with a rim size of 18 x 7.5 J, mounted on a drum testing machine with a drum diameter of 1707 mm, the air pressure was set to 350 kPa, and 88% of the maximum load was applied. The tire was run for 30 minutes at a running speed of 200 km/h, and the condition of the inner surface of the tire (whether the functional component support had fallen off) after the run was checked. As for the evaluation results, cases in which shedding occurred were indicated as "present," and cases in which no shedding occurred were indicated as "absent."

Sensing accuracy Each test tire with functional parts attached was mounted on a test vehicle and sensed 10 times each at the same air pressure and speed, and the resulting strain waveform was calculated based on the indoor drum test evaluation results in advance. The number of times the variation fell within ±20% with respect to the obtained reference waveform was measured. The evaluation results are expressed as an index, with Conventional Example 1 being 100, and the larger the index value, the greater the number of times the variation fell within a certain range, meaning that the sensing accuracy is excellent.

Dynamic balance For each test tire with functional parts attached, each test tire was set between the upper rim and lower rim provided on the rotating main shaft using a dynamic balance tester, and the centrifugal balance that occurs during rotation was measured. The force and moment were measured, and by calculating them, the amount of tire unbalance was calculated, and the dynamic balance was measured. The evaluation results are expressed as an index, with Conventional Example 1 being 100, and the larger the index value, the better the dynamic balance. Incidentally, if the index value is "95" or more, it means that a good dynamic balance comparable to that of Conventional Example 1 (tire without an intermediate layer) was maintained.

As can be seen from Table 1, Examples 1 to 3 improved workability, drop-off resistance, and sensing accuracy in comparison with Conventional Example 1, which did not have an intermediate layer. Furthermore, in Examples 1 to 3, the dynamic balance was also able to be maintained at the same level as Conventional Example 1, which did not have an intermediate layer. On the other hand, in Comparative Examples 1 to 3, although the workability was improved due to the provision of the intermediate layer, the falling-off resistance and sensing accuracy were deteriorated because the intermediate layer did not have sufficient flatness. In particular, in Comparative Example 2, M _L /M _I ×100% was large and the difference in physical properties between the intermediate layer and the inner liner layer was large, so the sensing accuracy was significantly reduced. Further, in Comparative Example 3, the maximum thickness T of the intermediate layer was too large, so the dynamic balance was significantly reduced.

1 Tread portion 2 Sidewall portion 3 Bead portion 4 Carcass layer 5 Bead core 6 Bead filler 7 Belt layer 8 Belt cover layer 9 Inner liner layer 10 Functional component support 11 Base portion 12 Accommodation portion 13 Mounting surface 20 Intermediate layer 21 Mounting surface CL Tire equator

Claims (6)

A functional component support is attached, which has a sheet-like base and a housing section for accommodating a functional component for a tire on one surface of the base, and the other surface of the base serves as a mounting surface to the inner surface of the tire. The tire is
The functional component support is attached to the inner surface of the tire via an intermediate layer,
The intermediate layer has a mounting surface for attaching the functional component support on the side facing the tire inner cavity, and the flatness of the mounting surface of the intermediate layer in an unloaded state is 0.0 mm to 0.3 mm. A tire characterized by: The tire according to claim 1, wherein the 100% modulus of the rubber or resin constituting the intermediate layer is 1.0 MPa or more and less than 12.0 MPa. 3. The tire according to claim 1, wherein the 100% modulus of the rubber or resin constituting the intermediate layer is 50% to 150% of the 100% modulus of the rubber or resin constituting the inner surface of the tire. tire. The area Ac of the mounting surface of the base and the area Ap of the mounting surface of the intermediate layer satisfy the relationship Ac<Ap, and the entire surface of the mounting surface of the base is in contact with the mounting surface of the intermediate layer. The tire according to any one of claims 1 to 3. The tire according to any one of claims 1 to 4, wherein the intermediate layer has a maximum thickness of 0.5 mm to 5.0 mm at the mounting surface. The tire according to any one of claims 1 to 5, wherein the mounting surface of the base is adhered to the mounting surface of the intermediate layer with an adhesive.

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