Tire capable of easily determining starting time and management system

Abstract

The utility model discloses a tire with easy-to-determine starting time and a management system. An anti-transfer electronic tag is fixed in an easy-to-wear area of the tire. The management system comprises a tire of which the starting time is easy to determine, an electronic tag identification terminal provided with a program, and an internet server provided with a program, wherein the internet server and the electronic tag identification terminal are in data interconnection; and when the electronic tag identification terminal scans the anti-transfer electronic tag, the scanning time is recorded in a management system database of the Internet server and is used for calculating the tire use time. The time difference between the time when the tire has the quality problem or the time when the tire stops using and the tire starting time is determined as the actual using time of the tire. And charging according to the actual use time of the tire. The system reduces the indirect transaction cost, is very low in direct use cost, and is suitable for large-scale popularization. The method is applied to the tire industry with huge yield and is economical and practical.

Description

Technical Field

[0001] The utility model relates to the field of tires, in particular to a tire and a management system for easily determining activation time. Background Art

[0002] The annual consumption of tires is huge, and the corresponding number of claimed tires and the workload of claims are also large. For each claimed tire, if the claims are not handled properly, it will either reduce customer satisfaction and affect sales, or cause direct economic losses to the tire company. The conventional tire claims method is to calculate the claim amount based on the remaining tread depth of the tire. There are the following disadvantages in using this method for claims: First, human factors cause measurement errors or even falsified data; second, irregular tire tread wear is common, and the rationality of the tread depth measurement value is difficult to recognize, which is easy to cause claims disputes; third, the buyer and seller face-to-face claims, the workload of measuring the tread is large, the indirect cost of claims is high, and the claims are not timely, resulting in low customer satisfaction.

[0003] With the development of tire technology, the service life of tires has generally increased. Now tire manufacturers often advertise that tires have a service life of hundreds of thousands of kilometers. However, due to the lack of practical and convincing claims and sales methods, such publicity cannot reflect the cost-effectiveness of the product for users. The existing methods of making tire claims or renting or selling tires based on vehicle mileage are currently only suitable for use in logistics units with strict daily vehicle management, and are not suitable for widespread application. In addition, the problem is that the manual transcription of odometers is labor-intensive, the transaction indirect costs are high, and data errors caused by human factors are common. More importantly, the odometer number is easily tampered with maliciously, and the data is unreliable.

[0004] With the development of chip technology, the method of using GPS or Beidou positioning system combined with tire chips to count mileage is also gradually being promoted. However, there are system instability, network blind spots, and even artificial faults driven by profit, which makes the mileage data unreliable. In addition, the software and hardware costs and data traffic costs are currently unaffordable for most car owners.

[0005] Some people are also trying to make claims, lease or sell tires according to the time they are used, but there are problems with the tire factory's difficulty in accurately controlling the time when the tires are activated after they leave the factory, as well as high transaction costs and inconvenient operations. For example, in order to control the time when the tires start to be used, the existing method adopts the method of delivering the tires as they are used, which has the problem of untimely delivery and high transportation costs; for example, the method of frequently taking inventory of the warehouses of dealers' stores has the problem of maliciously falsifying inventory data, and the inventory costs of both parties are high and annoying; for example, a more advanced method ties a plastic cable tie seal with a chip to the tire, and the plastic cable tie passes through the tire bead. If the tire is not unsealed, it cannot be installed and used. Before unsealing, it is required to use an identification terminal to identify the chip of the cable tie seal. At this time, the network system will record the time of identifying the chip, and then require that the seal must be cut at the location of the chip. Because the chip is cut off, it cannot be identified again, so the time of the last chip identification before the chip is cut off can be used as the time when the tire is activated. However, this method still has problems. If the plastic tie is cut in the position without the chip in violation of regulations, and then the tire is secretly used for a period of time, the chip of the seal is identified, and then the chip is cut, the activation time of the tire can be forged and delayed, thereby achieving the purpose of illegal profit. In order to eliminate this possibility, the chip seal must be sent back to the tire factory to identify whether the chip seal has been cut illegally. Identifying all the waste seals will incur high labor costs. It is very difficult to identify the waste seals that have been cut illegally after being glued and repaired. It is also very difficult to supervise the identification efficiency and identification detection rate. In addition, sending the waste seals back to the factory also increases the transportation, loading and unloading, storage, and disposal costs. Summary of the invention

[0006] The purpose of the utility model is to provide a tire and a management system that can easily determine the activation time of the tire, thereby facilitating the management and charging of the tire, in view of the shortcomings of the prior art.

[0007] The technical solution adopted by the utility model is as follows.

[0008] A tire with an easily determined activation time, characterized in that an anti-transfer electronic tag is fixed to a wear-prone area of ​​the tire.

[0009] The beneficial effect is that an anti-transfer electronic tag is fixed to the easily worn area of ​​the tire, and the anti-transfer electronic tag can only be scanned before the tire is installed on the rim of the vehicle. Once the tire is installed on the rim of the vehicle, during the installation process or when it is just put into use, the anti-transfer electronic tag on the easily worn area of ​​the tire will be damaged and can no longer be scanned. In this way, the anti-transfer electronic tag is scanned before the tire is installed on the rim of the vehicle, and its scanning time can be recorded, and this scanning time can be defined as the tire activation time. It can accurately record the time when the tire starts to be used. In the tire claim service, it supports claims based on the tire usage time; it supports tire timed rental or tire timed sales based on the tire usage time. Since the anti-transfer electronic tag has an anti-transfer function, its position cannot be changed, eliminating the possibility of cheating.

[0010] As a preferred technical solution, the easily worn area of ​​the tire includes the tread or bead of the tire. When the tire is mounted on the rim, the bead contacts the rim, or when the tire is mounted on the vehicle and running, the tread contacts the ground. In these two cases, the anti-transfer electronic tag is damaged due to the huge force.

[0011] As a preferred technical solution, at least a portion of the anti-transfer electronic tag is fixed to a bead or tread of the tire.

[0012] As a preferred technical solution, the anti-transfer electronic tag is fixed on the contact surface between the tire bead and the rim.

[0013] As a preferred technical solution, the anti-transfer electronic tag is fixed on the bead heel or the bead bottom, or,

[0014] A part of the anti-transfer electronic tag is fixed on the tire heel of the tire bead, and the rest of the tag is fixed on the tire bottom of the tire bead.

[0015] As a preferred technical solution, the anti-transfer electronic tag is fixed on the tread.

[0016] or,

[0017] Part of the electronic tag is located on the tread, and the rest is located on the shoulder of the tire bead.

[0018] As a preferred technical solution, the anti-transfer electronic tag is an anti-transfer fragile electronic tag.

[0019] As a preferred technical solution, the anti-transfer fragile electronic tag is an anti-transfer fragile RFID electronic tag. With this technical solution, the transfer electronic tag is more easily destroyed when the wheel rim is installed or the vehicle is running.

[0020] As a preferred technical solution, the anti-transfer electronic tag includes a fragile substrate layer and a chip attached to the fragile substrate layer; an ink antenna printed with conductive ink is provided on the fragile substrate layer, and the ink antenna is connected to the chip, or,

[0021] A metal antenna is attached to the fragile substrate layer, and the metal antenna is connected to the chip.

[0022] As a preferred technical solution, the fragile substrate layer is a paper substrate or a PP foam material layer or a PI fragile film layer or a PET fragile film layer or an OPP fragile film layer.

[0023] As a preferred technical solution, the tire is connected to the anti-transfer electronic tag by bonding or by a plurality of nails.

[0024] As a preferred technical solution, an opaque paper is pasted on the outer side of the anti-transfer electronic label.

[0025] A management system comprises any one of the above-mentioned tires whose activation time is easy to determine, an electronic tag identification terminal equipped with a program, and an Internet server equipped with a program, wherein the Internet server and the electronic tag identification terminal are interconnected to each other for data; when the electronic tag identification terminal scans the anti-transfer electronic tag, the scanning time will be recorded in the management system database of the Internet server for calculating the tire usage time.

[0026] Before the tire is put into use, the anti-transfer electronic tag is scanned with the identification terminal. The cloud server records the time of scanning the anti-transfer electronic tag, which can be used as the activation time of the tire. Once the tire is installed on the rim of the vehicle, or as the wheel rotates, the anti-transfer electronic tag on the easily worn part of the tire will be worn and damaged and can no longer be scanned. In order to maximize their own interests, users will scan the tire at the closest time to the installation of the tire and record the activation time of the tire, otherwise they will lose the opportunity to scan.

[0027] As a preferred technical solution, the electronic tag identification terminal is a dedicated wired or wireless scanning terminal or a handheld wireless PAD or a smart phone with NFC function.

[0028] The billing method based on the anti-transfer electronic tag technology of the utility model can accurately control the time when the tire starts to be used. The tire claim settlement method, tire rental method, and tire sales method supported by the system can be used to carry out tire claim settlement, tire rental, and tire sales business according to the accurate tire use time, which can ensure the fairness and transparency of the transaction process, reduce transaction disputes, thereby ensuring the interests of both parties to the transaction and improving customer satisfaction. Therefore, the tire claim settlement, rental, and sales methods based on this method have a strong customer acquisition ability. In addition, due to the high degree of informatization and the low cost of the anti-transfer electronic tag, the transaction and supervision costs of claim settlement, rental, and sales of tires using the utility model are low, and the claim settlement, rental, and sales methods are suitable for large-scale promotion at this stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0030] Figure 2 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0031] Figure 3 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0032] Figure 4 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0033] Figure 5 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0034] Figure 6 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0035] Figure 7 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0036] Figure 8 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0037] Fig. 9 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0038] Fig.10 It is a structural schematic diagram of a preferred embodiment of the utility model of a tire with easy-to-determine activation time.

[0039] Fig.11 It is a structural diagram of the management system.

[0040] Fig.12 It is a structural schematic diagram of a preferred embodiment of an anti-transfer electronic tag.

[0041] Fig.13 It is a structural schematic diagram of a preferred embodiment of an anti-transfer electronic tag.

[0042] Among them: tire-1; bead-11; tread-12; heel-13; bottom-14; shoulder-15; toe-16; sidewall-17; lining-18; groove-19;

[0043] Anti-transfer electronic tag-2; fragile substrate layer-21; fragile substrate layer-21; metal antenna-23; conductive ink antenna-24;

[0044] Electronic tag identification terminal-3;

[0045] Internet Server-4;

[0046] Rim - 5;

[0047] Nails - 6; Opaque paper - 61. DETAILED DESCRIPTION

[0048] Below, the utility model is further described in conjunction with the drawings and embodiments.

[0049] Example 1. Figure 1 As shown, the tire with easy-to-determine activation time is characterized in that: an anti-transfer electronic tag 2 is fixed to the wear-prone area of ​​the tire 1. The tire 1 is bonded to the anti-transfer electronic tag 2.

[0050] The anti-transfer fragile electronic tag is a commercially available anti-transfer fragile RFID electronic tag. The model is HY170092A, and the chip uses the NXP NTAG213 chip. The operating frequency range is 13.0MHZ ~ 14.5MHZ; supports ISO / IEC 14443-A standard protocol. It is produced by Xiamen Inno Information Technology Co., Ltd.

[0051] The easily worn area of ​​the tire 1 is the tread of the tire. When the tire is mounted on a vehicle for driving, the tread contacts the ground, rotates at high speed and bears huge pressure, and the transfer electronic tag 2 on the tread will be destroyed during the operation of the vehicle.

[0052] An anti-transfer electronic tag 2 is fixed to the easily worn area of ​​the tire 1, and the anti-transfer electronic tag 2 can only be scanned before the tire is installed on the rim of the vehicle. Once the tire is installed on the rim of the vehicle, during the installation process or when the wheel rotates, the anti-transfer electronic tag 2 on the easily worn area of ​​the tire 1 will be compressed and worn and damaged, and can no longer be scanned. In this way, the anti-transfer electronic tag 2 is scanned before the tire is installed on the rim of the vehicle, and its scanning time can be recorded, and this scanning time can be defined as the tire activation time. It can accurately record the time when the tire starts to be used. In the tire claim service, it supports claims based on the tire usage time; it supports tire timed rental or tire timed sales based on the tire usage time. Since the anti-transfer electronic tag 2 has an anti-transfer function, its position cannot be changed, eliminating the possibility of cheating.

[0053] Example 2. Fig.11As shown, the management system includes the tire described in Example 1, a program-equipped electronic tag identification terminal 3, and a program-equipped Internet server 4, wherein the Internet server 4 is interconnected with the electronic tag identification terminal 3 for data; when the electronic tag identification terminal 3 scans the anti-transfer electronic tag 2, the scanning time will be recorded in the management system database of the Internet server 4 for calculating the usage time of the tire 1.

[0054] Before the tire is put into use, the anti-transfer electronic tag 2 is scanned with the identification terminal. The cloud server records the time of scanning the anti-transfer electronic tag 2, which can be used as the activation time of the tire. Once the tire is installed on the rim of the vehicle, during the rim installation process or when the tire rotates, the anti-transfer electronic tag 2 on the easily worn part of the tire 1 will be worn and damaged and can no longer be scanned. In order to maximize their own interests, users will scan the tire at the closest time to the installation of the tire and record the activation time of the tire, otherwise they will lose the opportunity to scan.

[0055] The electronic tag identification terminal 3 is a dedicated wired scanning terminal.

[0056] Embodiment 3. A management method, characterized in that it comprises the following steps:

[0057] Step 1: Before the sale, the merchant enters the tire and tire chip data, and writes the anti-transfer electronic tag 2 information on the tire into the tire use time management system database of the Internet server 4 through the electronic tag identification terminal 3;

[0058] Step 2: Before the tire is installed or used after sales, the user or terminal seller scans the anti-transfer electronic tag 2 through the electronic tag identification terminal 3, and writes the scanning time into the information record of the anti-transfer electronic tag 2 in the tire use time management system database of the Internet server 4; during the installation process of the vehicle rim 5 or the operation of the tire, the anti-transfer electronic tag 2 of the tire 1 has been damaged and can no longer be scanned by the electronic tag identification terminal 3;

[0059] Step 3: taking the last scan time in the information record of the anti-transfer electronic tag 2 as the tire activation time;

[0060] Step 4: The time difference between the time when the tire has quality problems or the time when it is terminated and the time when the tire is activated determined in step 3 is determined as the service life of the tire.

[0061] To maximize their own interests, users will scan the tires at the closest time to the installation time and record the tire activation time, otherwise they will lose the opportunity to scan. After the tire is damaged, the seller will be notified immediately, so the time point of ending use is accurate. Therefore, with this technical solution, the use time of the tire is accurate.

[0062] Embodiment 4. A charging method, characterized in that it comprises the following steps:

[0063] Step 1: The merchant and the user agree on a tire price standard or claim policy related to the tire usage time;

[0064] Step 2: Determine the usage time of the tire according to the tire time management method of Example 3;

[0065] Step 3: Determine the tire cost based on the tire price standard or claim policy and the usage time of the tire.

[0066] The tire cost is the tire claim amount.

[0067] The billing method based on the anti-transfer electronic tag 2 technology of the utility model can accurately control the start time of tire use. The tire claim method, tire rental method, and tire sales method based on the system support can make tire claims according to the accurate tire use time, which can ensure the fairness and transparency of the transaction process, reduce transaction disputes, thereby ensuring the interests of both parties to the transaction and improving customer satisfaction. Therefore, the tire claim method based on this method has a strong customer acquisition ability. And because of the high degree of informatization, the anti-transfer electronic tag 2 is inexpensive, and the transaction and supervision costs of claims using the utility model are low, the claim method is suitable for large-scale promotion at this stage.

[0068] When the tire is installed on the rim, the electronic tag identification terminal 3 is first used to identify the anti-transfer electronic tag 2. The time of identification by the Internet server 4 is used as the activation time of the tire. Once the tire is inflated or used, the anti-transfer electronic tag 2 is squeezed by the rim and is damaged and cannot be identified again, ensuring that the activation time of the tire cannot be tampered with. Therefore, the tire can be claimed according to the accurate use time. Compared with conventional claims settlement methods, the method of the utility model makes transactions more transparent and fair, and claims settlement is convenient, which can improve customer satisfaction. It is suitable for the leasing and sales of durable high-quality tires and highlights the cost-effectiveness of tires. The direct use cost of using the method of the utility model is extremely low, and it is suitable for large-scale promotion. It is economical and affordable to be applied to the tire industry with huge output. Not only is the claims settlement method of the utility model fair, and the claims settlement is convenient and timely, but the utility model can also promote the leasing and sales of high-quality and durable tires. At the same time, the utility model saves the transaction costs of claims settlement, leasing and sales.

[0069] Example 5. Figure 2 As shown, the difference between this embodiment and embodiment 1 is that at least a portion of the anti-transfer electronic tag 2 is fixed to the tread 12 of the tire 1. Specifically, a portion of the electronic tag is located on the tread 12, and the remaining portion is located on the shoulder 15 of the tire bead 11 at the left end of the tire. Fig.13 As shown, a metal antenna 23 is attached to the fragile substrate layer 21, and the metal antenna 23 is connected to the chip 22. The fragile substrate layer 21 is a PP foam material layer.

[0070] Example 6. Figure 3 As shown, the difference between this embodiment and embodiment 1 is that: as a preferred technical solution, the anti-transfer electronic tag 2 is fixed on the bead 13 of the tire bead 11 at the left end of the tire. The fragile substrate layer 21 is a PI fragile film layer.

[0071] The first cleverness of attaching the anti-transfer electronic tag 2 here is to accurately determine the activation time of the tire. Once the tire is installed on the rim and inflated, the anti-transfer electronic tag 2 is damaged by the friction, squeezing, and stretching of the tire bead and the rim, and cannot be recognized again. Therefore, the last time the anti-transfer electronic tag 2 was identified before the tire was inflated when the rim was installed is the activation time of the tire; the second cleverness is that when the tire is activated, the tag must be destroyed, and there is no need to rely on people to deliberately destroy the tag, so there is no need to return to the factory for signature verification, thus saving a lot of signature verification costs. In contrast, when using chip tie plastic seals, in order to curb the illegal unsealing behavior of cutting the tie without cutting the chip, a large number of waste seals need to be returned to the factory for identification, which will generate additional identification fees, identification supervision fees, and indirect costs such as return freight, loading and unloading fees, storage fees, and disposal fees. The third cleverness is that if you want to cut off the anti-transfer electronic tag 2 and the attached rubber layer with a knife as a whole without damaging the anti-transfer electronic tag 2 for the purpose of forging the activation time of the tire, the possibility is almost zero. Because the tire bead bottom and the tire bead heel are not on the same regular surface, but on an irregular curved surface with a protruding corner. Even if the tire bead surface is mapped and then a special precision tool is tailored to complete the overall cutting, it will cause the tire to leak or be scrapped prematurely. This is because for tubeless tires, the bead installation surface will be damaged and leak. For all tires, the bead glue-deficient area will deform and cause the tire to be scrapped prematurely. This is because the reaction force of the road on the tire is transmitted to the bead. At the glue-deficient area, the bead does not contact the rim, and the reaction force cannot be transmitted to the rim, causing the bead glue-deficient area to be unable to withstand the reaction force and deform.

[0072] Example 7. Figure 4 As shown, the difference between this embodiment and embodiment 1 is that the anti-transfer electronic tag 2 is fixed on the contact surface between the tire bead 11 and the rim 5 of the tire 1. The common contact surface between the tire bead 11 and the rim 5 is the tire heel 13 and the tire bottom. In this embodiment, a part of the anti-transfer electronic tag 2 is fixed on the tire heel 13 of the tire bead 11 at the left end of the tire, and the rest is fixed on the tire bottom 14 of the tire bead 11. Fig.12As shown, the anti-transfer electronic tag 2 includes a fragile substrate layer 21 and a chip 22 pasted on the fragile substrate layer 21; an ink antenna 24 printed with conductive ink is provided on the fragile substrate layer 21, and the ink antenna 24 is connected to the chip 22. The fragile substrate layer 21 is a paper substrate. The fragile substrate layer 21 of the paper substrate has the performance characteristics of being destroyed once torn and easily broken by friction, compression, or stretching. Once the anti-transfer chip tag is damaged, it is extremely expensive to copy the same anti-transfer electronic tag 2 that records tire information, so the possibility of forging the tire activation time by copying the anti-transfer electronic tag 2 is eliminated. The anti-transfer electronic tag 2 is a mature commercial product. The price of an anti-transfer chip tag is only a few cents. Compared with the price of plastic cable tie seals with chips, it is not on the same order of magnitude, and it is easy to promote and use in large quantities.

[0073] Example 8. Figure 5 As shown, the difference between this embodiment and embodiment 1 is that the anti-transfer electronic tag 2 is fixed on the tire bottom 14 of the tire bead 11 at the left end of the tire. The fragile substrate layer 21 is an OPP fragile film layer.

[0074] Example 9. Figure 6 As shown, the difference between this embodiment and embodiment 1 is that the anti-transfer electronic tag 2 is connected to the tire 1 through three nails 6. An opaque paper 71 is pasted on the outside of the tag to cover the nails, so that the nails cannot be seen. Peeling off the opaque paper or removing the nails will inevitably damage the anti-transfer electronic tag 2.

[0075] Example 10. Figure 7 As shown, the difference between this embodiment and embodiment 5 is that the tire 1 is connected to the anti-transfer electronic tag 2 via three nails 6, and an opaque paper 61 is pasted on the outermost surface of the electronic tag to cover the nails. The fragile substrate layer 21 is a PET fragile film layer.

[0076] Example 11. Figure 8 As shown, the difference between this embodiment and embodiment 6 is that the tire 1 is connected to the anti-transfer electronic tag 2 through two nails 6. An opaque paper is pasted on the outermost surface of the electronic tag to cover the nails.

[0077] Example 12. Fig. 9 As shown, the difference between this embodiment and embodiment 7 is that a part of the anti-transfer electronic tag 2 is fixed on the bead 11 at the right end of the tire, and the rest is fixed on the tire bottom 14 of the bead 11. The tire 1 is connected to the anti-transfer electronic tag 2 through two nails 6. An opaque paper is pasted on the outermost surface of the electronic tag to cover the nails.

[0078] Example 13. Fig.10As shown, the difference between this embodiment and embodiment 8 is that a part of the anti-transfer electronic tag 2 is fixed on the tire bottom 14 of the tire bead 11 at the right end of the tire. The tire 1 is connected to the anti-transfer electronic tag 2 through two nails 6.

[0079] Embodiment 14: This embodiment is different from Embodiment 2 in that: the electronic tag identification terminal 3 is a dedicated wireless scanning terminal.

[0080] Embodiment 15. The difference between this embodiment and embodiment 2 is that the electronic tag identification terminal 3 is a handheld wireless PAD.

[0081] Embodiment 16. The difference between this embodiment and embodiment 2 is that the electronic tag identification terminal 3 is a smart phone with NFC function.

[0082] Embodiment 17. This embodiment differs from Embodiment 4 in that the time difference between the time when the tire ends use and the time when the tire is activated determined in step 3 is determined as the use time of the tire. The tire fee is the tire rental amount. Since the tire does not have any quality problems when it ends use, but because the tread grooves are worn flat, at this time, the tire can be recycled and refurbished, and both the tire manufacturer and the user can be satisfied.

[0083] Embodiment 18. This embodiment is different from Embodiment 4 in that the tire cost is the tire sales amount.

[0084] The above is only a preferred specific implementation method of the utility model, but the protection scope of the utility model is not limited to this. Any technician familiar with the technical field within the technical scope of the utility model can make equivalent replacements or changes based on the technical scheme and utility model concept of the utility model, which should be covered by the protection scope of the utility model.

Claims

1. A tire with an easily determined activation time, characterized in that: An anti-transfer electronic tag (2) is fixed to the easily worn area of ​​the tire (1).

2. The tire with easily determined activation time as claimed in claim 1, characterized in that: The wear-prone area of ​​the tire (1) includes the tread or bead (11) of the tire.

3. The tire with easily determined activation time as claimed in claim 2, characterized in that: At least a portion of the anti-transfer electronic tag (2) is fixed to a bead (11) or a tread (12) of the tire (1).

4. The tire with easily determined activation time as claimed in claim 3, characterized in that: The anti-transfer electronic tag (2) is fixed on the contact surface between the tire bead (11) and the rim (5) of the tire (1).

5. The tire with easily determined activation time as claimed in claim 4, characterized in that: The anti-transfer electronic tag (2) is fixed on the tire heel (13) of the tire bead (11) or on the tire bottom (14) of the tire bead (11), or, A portion of the anti-transfer electronic tag (2) is fixed on the tire heel (13) of the tire bead (11), and the remaining portion is fixed on the tire bottom (14) of the tire bead (11).

6. The tire with easily determined activation time as claimed in claim 3, characterized in that: The anti-transfer electronic tag (2) is fixed on the tread (12). or, A portion of the electronic tag is located on the tread (12), and the remaining portion is located on the shoulder (15) of the tire bead (11).

7. The tire with easily determined activation time as claimed in claim 1, characterized in that: The anti-transfer electronic tag (2) is an anti-transfer fragile electronic tag.

8. The tire with easily determined activation time as claimed in claim 1, characterized in that: The anti-transfer fragile electronic tag is an anti-transfer fragile RFID electronic tag.

9. The tire with easily determined activation time as claimed in claim 1, characterized in that: The anti-transfer electronic tag (2) comprises a fragile substrate layer (21) and a chip (22) adhered to the fragile substrate layer (21); an ink antenna (24) printed with conductive ink is provided on the fragile substrate layer (21), and the ink antenna (24) is connected to the chip (22), or, A metal antenna (23) is adhered to the fragile substrate layer (21), and the metal antenna (23) is connected to the chip (22).

10. The tire with easily determined activation time as claimed in claim 9, characterized in that: The fragile substrate layer (21) is a paper substrate, a PP foam material layer, a PI fragile film layer, a PET fragile film layer, or an OPP fragile film layer.

11. The tire with easily determined activation time as claimed in claim 1, characterized in that: The tire (1) is bonded to the anti-transfer electronic tag (2) or connected via a plurality of nails (6).

12. The tire with easily determined activation time as claimed in claim 11, characterized in that: Opaque paper is pasted on the outer side of the anti-transfer electronic label (2).

13. Management system, characterized by: The invention comprises a tire with an easily determined activation time as claimed in any one of claims 1 to 12, an electronic tag identification terminal (3) equipped with a program, and an Internet server (4) equipped with a program, wherein the Internet server (4) and the electronic tag identification terminal (3) are interconnected to each other for data; when the electronic tag identification terminal (3) scans the anti-transfer electronic tag (2), the scanning time will be recorded in the management system database of the Internet server (4) for calculating the usage time of the tire (1).

14. The management system according to claim 13, characterized in that: The electronic tag identification terminal (3) is a dedicated wired or wireless scanning terminal or a handheld wireless PAD or a smart phone with NFC function.

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