A pneumatic tire is provided which has sufficiently reduced rolling resistance during high-speed running and which has sufficiently improved durability. In this pneumatic tire, which has a tread, at least one rubber layer forming the tread includes a rubber component containing styrene butadiene rubber and isoprene rubber, and is formed from a rubber composition with a loss tangent (30° C. tan δ) less than or equal to 0.14, measured under the conditions of 30° C., frequency 10 Hz, initial strain 5%, and dynamic strain rate 1%; defining Wt (mm) as the cross-section width, Dt (mm) as the outer diameter and virtual volume V (mm3) as the volume of the space occupied by the tire when said tire is installed on the standardized rim and has an internal pressure of 250 kPa, the pneumatic tire satisfies (Formula 1) and (Formula 2).

1600≤(Dt.sup.2×π/4)/Wt≤2827.4  (Formula 1)

[(V+1.5×10.sup.7)/Wt]≤2.88×10.sup.5  (Formula 2)

The present invention provides a pneumatic tire which is sufficiently reduced in the rolling resistance during high-speed travel, while having sufficiently improved chipping resistance. A pneumatic tire which has a tread part, wherein: at least one rubber layer that forms the tread part contains a rubber component that contains an isoprene rubber, a styrene butadiene rubber and a butadiene rubber, while containing more than 5 parts by mass but 25 parts by mass or less of carbon black relative to 100 parts by mass of the rubber component; and if Wt (mm) is the cross-sectional width of the tire, Dt (mm) is the outer diameter of the tire, and V (mm.sup.3) is the virtual volume that is the volume of the space occupied by the tire when this pneumatic tire is installed on a standardized rim and the internal pressure is 250 kPa, (formula 1) and (formula 2) are satisfied.

1700≤(Dt.sup.2×π/4)/Wt≤2827.4  (formula 1)

[(V+1.5×10.sup.7)/Wt]≤2.88×10.sup.5  (formula 2)

A method performed by an electronic device to monitor one or more wheels of a vehicle. The method includes receiving first accelerometer measurements of a first accelerometer mounted on the vehicle's first wheel when the vehicle is moving during an interval of time, determining based on the first accelerometer measurements a first path followed by the first accelerometer when the vehicle is moving during the interval of time, receiving second accelerometer measurements of a second accelerometer mounted on a vehicle's second wheel when the vehicle is moving during the interval of time, determining, based on the second accelerometer measurements, a second path followed by the second accelerometer when the vehicle is moving during the interval of time, and determining based on a comparison of the first path with the second path that at least one of the vehicle's first wheel and the vehicle's second wheel is misaligned.

A protrusion portion (110) of a pneumatic tire is formed by a plurality of protrusion parts (111) extended along a tire circumferential direction. The protrusion parts (111) are arranged with predetermined gaps therebetween so as to form a circle along the tire circumferential direction. A length (S1) of the protrusion part (111) in the tire circumferential direction is larger than a maximum width (W1) of the protrusion part (111) in a tire radial direction. In a tire side view, a narrow groove (200) extended along the tire circumferential direction is formed on a surface (111s) of the protrusion part (111).

Provided is a pneumatic tire with which the same driving safety as prior arts can be ensured and an improvement in fuel efficiency performance and durability performance is achieved. In this pneumatic tire, the tire radial direction outside end section of a chafer is disposed on the tire surface part, the loss tangent tan δ70° C.-SW of a side wall, the loss tangent tan δ70° C.-C of the chafer, complex elastic modulus E*70° C.-SW of the side wall, and the complex elastic modulus E*70° C.-C of the chafer under the condition of 70° C., an elongation of 1%, and a frequency of 10 Hz, and the loss tangent tan δ150° C.-SW of the side wall, and the loss tangent tan δ150° C.-C of the chafer measured under the condition of 150° C., an elongation of 1%, a frequency of 10 Hz satisfy the following expression. tan δ70° C.-SW+tan δ70° C.-C≤0.25|tan δ70° C.-SW−tan δ70° C.-C|≤0.07 E*70° C.-C−E*70° C.-SW≤6.5 MPa tan δ150° C.-SW+tan δ150° C.-C≤0.20

The tire (10) for a passenger vehicle has an axially central portion and axially lateral portions. The axially central portion and each axially lateral portion satisfies just one of conditions I, II, III: I—the portion comprises no transverse cut (90, 90′), II—the portion comprises N transverse cuts (90, 90′) arranged in such a way that π×OD/N≥40 mm, III—the portion comprises N transverse cuts (90, 90′) arranged in such a way that π×OD/N≤24 mm, condition I or II being satisfied by the axially central portion or by an axially lateral portion, and condition III being satisfied by the axially central portion or by an axially lateral portion.

A pneumatic tire has a rubber hardness higher than a rubber hardness of a rim cushion rubber, and includes a reinforced rubber between a turned back portion of a carcass layer and a sidewall rubber and between the turned back portion and the rim cushion rubber. A height H1 of a bead filler based on a measuring point of a rim diameter has a relationship of 0.10≤H1/SH≤0.23 with respect to a tire cross-sectional height SH. A height H2 of the reinforced rubber based on the measuring point of the rim diameter has a relationship of 0.40≤H2/SH≤0.55 with respect to the tire cross-sectional height SH. A cross-sectional area S2 of the reinforced rubber in a cross-sectional view in a tire meridian direction has a relationship of 1.10≤S2/S1≤2.70 with respect to a cross-sectional area S1 of the bead filler.

Provided is a pneumatic tire that has excellent durability and achieves both high load capacity and space-saving properties. This disclosure provides a pneumatic tire to be mounted on a vehicle, which includes a tread in contact with a road surface and a belt layer provided inside the tread in the tire radial direction, where the pneumatic tire has an outer diameter of 350 mm or more and 600 mm or less, and when the rim width of a rim wheel assembled to the pneumatic tire is defined as RW, and the tire cross-sectional width of the pneumatic tire is defined as SW, they satisfy the relationship of

0.78≤RW/SW≤0.88, and the pneumatic tire uses a rubber composition containing a rubber component containing 50% by mass or more of natural rubber and/or synthetic isoprene rubber, and syndiotactic 1,2-polybutadiene.

A tire including a tread wear indicator is provided. The tire includes a pair of sidewalls, in which each sidewall extends from a respective bead area to a tread. The tread includes a plurality of main circumferential grooves, in which the main circumferential grooves are disposed in and proximate an axial center area of the tread. At least one shallow groove is formed in the tread, and each shallow groove includes a depth relative to the surface of the tread that is less than a depth of each of the main circumferential grooves. A primary tread wear indicator is disposed in at least one of the main circumferential grooves, and a secondary tread wear indicator is disposed in the shallow groove.

Rubber composition for tyres with low rolling resistance and good winter properties The present invention relates to a cross-linkable rubber composition, a cross-linked rubber composition obtained by cross-linking such a rubber composition, a method of preparing a tyre and a tyre. In a cross-linkable rubber composition, the cross-linkable rubber composition comprises, per hundred parts by weight of rubber (phr): ≥91 to ≤99 phr of natural rubber or isoprene rubber or combination thereof, a syndiotactic 1,2 polybutadiene, and ≥1 to ≤100 phr of a filler comprising carbon black, wherein the ratio of the syndiotactic 1,2 polybutadiene to the carbon black is in the range of 1:8 to 1:3 and in that the ratio of the syndiotactic 1,2 polybutadiene to the carbon black is in the range of ≥1:8 to ≤1:3.