Tire and method for manufacturing same

Abstract

Provided are a tire capable of suppressing the rubber flow of a coating layer of a transponder during vulcanization and improving the communication of the transponder, and a method for manufacturing the same. A carcass layer (4) provided with an annular tread portion extending in the circumferential direction of the tire, a pair of side wall portions disposed on both sides of the tread portion, and a pair of bead portions disposed on the inner side of the side wall portions in the radial direction of the tire, the carcass layer (4) being bridged between the pair of bead portions In a tire in which a plurality of belt layers are disposed on the outer peripheral side of a carcass layer at a tread portion, and an inner liner (9) is disposed on a tire inner surface (Ts) along the carcass layer (4), a plurality of ridges (30) are formed at intervals on the tire inner surface (Ts), and a transponder (20) covered with a rubber coating layer (23) is embedded inside the tire. The position of the center (C) of an IC chip (21) constituting the transponder (20) is disposed in a region (A) between adjacent ridges (30).

Description

Technical Field

[0001] The present invention relates to a tire and a method for manufacturing the same, and more particularly to a tire and a method for manufacturing the same that can suppress the flow of rubber of a coating layer of a transponder during vulcanization and improve the communication performance of the transponder. Background Art

[0002] In tires, it has been proposed to embed an RFID tag (transponder) inside the tire (for example, refer to Patent Document 1).

[0003] In addition, in order to discharge the air between the inner surface of the tire and the bladder to the outside, a plurality of exhaust grooves (recesses) are provided on the outer surface of the bladder used when vulcanizing the green tire (for example, refer to Patent Document 2). Therefore, a plurality of protrusions corresponding to the recesses on the outer surface of the bladder are formed on the inner surface of the vulcanized tire. When a rubber-covered transponder is embedded in a tire having such protrusions, if the transponder (especially an IC chip) is arranged to overlap with the exhaust groove of the bladder, it will be affected by the flow of rubber in the exhaust groove of the bladder, and sometimes the covering rubber cannot cover the entire transponder. In this case, problems such as deterioration of the communication performance of the transponder arise.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 7-137510

[0007] Patent Document 2: Japanese Patent Application Publication No. 2014-84007 Summary of the invention

[0008] Problems to be solved by the invention

[0009] An object of the present invention is to provide a tire and a method for manufacturing the tire that can suppress the rubber flow of a coating layer of a transponder during vulcanization and improve the communication performance of the transponder.

[0010] Means for solving problems

[0011] The tire of the present invention for achieving the above-mentioned purpose comprises: a tread portion, which extends in a ring shape in the circumferential direction of the tire; a pair of sidewall portions, which are arranged on both sides of the tread portion; and a pair of bead portions, which are arranged on the radial inner side of the sidewall portions, a carcass layer is spanned between the pair of bead portions, a multi-layer belt layer is arranged on the outer circumferential side of the carcass layer at the tread portion, and an inner liner layer is arranged on the inner surface of the tire along the carcass layer, characterized in that a plurality of ridges are formed at intervals on the inner surface of the tire, a transponder covered by a covering layer made of rubber is buried in the tire, and the center position of an IC chip constituting the transponder is arranged in the area between adjacent ridges.

[0012] The tire manufacturing method of the present invention forms a raw tire in which a rubber-covered transponder is buried between tire constituent components, and the raw tire is vulcanized using an air bag having a plurality of exhaust grooves on an outer surface, and a plurality of ridges are formed on an inner surface of the raw tire using the air bag. The method is characterized in that when burying the transponder, the transponder is buried in the raw tire in such a manner that the center position of an IC chip constituting the transponder is arranged in an area between adjacent ridges among the plurality of ridges.

[0013] Effects of the Invention

[0014] In the present invention, a plurality of ridges are formed at intervals on the inner surface of the tire, and a transponder covered by a covering layer made of rubber is buried inside the tire, and the center position of the IC chip constituting the transponder is arranged in the area between adjacent ridges. The IC chip is the thickest part of the transponder and is particularly susceptible to the flow of rubber around the transponder during vulcanization. Therefore, in the present invention, by arranging the center position of the IC chip in the green tire and the exhaust groove on the outer surface of the airbag so as not to overlap each other, the flow of rubber of the covering layer covering the transponder during tire vulcanization can be suppressed, and the rubber of the covering layer can fully cover the entire transponder. As a result, adverse conditions such as deterioration of the communication performance of the transponder can be prevented, and vulcanization failures of the tire can be suppressed.

[0015] In the tire of the present invention, it is preferred that the spacing between the plurality of ridges is in the range of 3 mm to 50 mm. By making efforts to arrange the transponder to suppress the rubber flow of the coating layer and appropriately setting the spacing between the ridges, the effect of discharging air between the inner surface of the tire and the airbag during tire vulcanization can be improved.

[0016] Preferably, the inclination angle of the ridge relative to the tire circumferential direction is in the range of 20° to 60° on the inner circumference of the tire at the radial position of the tire where the transponder is arranged. By taking care to suppress the rubber flow of the coating layer at the arrangement position of the transponder and appropriately setting the inclination angle of the ridge, the air discharge effect between the inner surface of the tire and the airbag during tire vulcanization can be improved.

[0017] Preferably, on the inner circumference of the tire at the radial position of the tire where the transponder is arranged, the average rubber thickness Ti from the inner surface of the tire to the carcass cord constituting the carcass layer and the height Tb of the ridges satisfy the relationship of 0.2≤Tb / Ti≤3.0. By taking steps to suppress the flow of rubber in the coating layer by adjusting the position of the transponder and satisfying the above relationship, the effect of discharging air between the inner surface of the tire and the bladder during tire vulcanization can be improved.

[0018] Preferably, the height Tb of the ridge is in the range of 0.3 mm to 1.5 mm. By making efforts to arrange the transponder to suppress the rubber flow of the coating layer and appropriately setting the height Tb of the ridge, the air discharge effect between the inner surface of the tire and the airbag during tire vulcanization can be improved.

[0019] Preferably, the transponder is buried at a position between a position 5 mm inward in the tire radial direction from the end of the belt layer with the widest belt width in the multi-layer belt layer and a position 15 mm outward in the tire radial direction from the upper end of the bead core of the bead portion, and a position where the total thickness Ga of the sidewall portion measured along the normal direction of the carcass layer is 60% to 300% of the total thickness Gsw of the sidewall portion at the maximum width position of the tire. By configuring the transponder in this way, the transponder is configured separately from the tire components (such as the bead core, the rim, etc.) made of metal, so that metal interference is not easily generated, and the communication performance of the transponder can be fully ensured.

[0020] Preferably, the transponder is arranged between the inner liner layer and the carcass layer. By arranging the transponder in this way, damage to the transponder caused by damage to the tire side portion can be prevented.

[0021] Preferably, the total thickness Gac of the coating layer and the maximum thickness Gar of the transponder satisfy the relationship of 1.1≤Gac / Gar≤3.0. Thus, the total thickness Gac of the coating layer can be sufficiently ensured, and thus the rubber flow of the coating layer during tire vulcanization can be effectively suppressed.

[0022] Preferably, the total thickness Gac of the coating layer is in the range of 1% to 30% of the total thickness Gt of the tire at the location where the transponder is embedded. Thus, the total thickness Gac of the coating layer can be appropriately set relative to the total thickness Gt of the tire, thereby effectively suppressing the flow of rubber of the coating layer during tire vulcanization.

[0023] Preferably, the coating layer contains 20 phr or less of carbon black, thereby reducing the relative dielectric constant of the coating layer and improving the communication performance of the transponder.

[0024] Preferably, the viscosity v1 of the coating layer and the viscosity v2 of the rubber member disposed adjacent to the coating layer inwardly in the tire width direction satisfy the relationship of 0.5<v1 / v2<1.5. This can effectively suppress the flow of rubber in the coating layer during tire vulcanization, thereby further suppressing vulcanization failures. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a meridian cross-sectional view showing an example of a pneumatic tire according to an embodiment of the present invention.

[0026] Figure 2 (a) is an enlarged representation Figure 1 Illustration of the inner surface of a tire. Figure 2 (b) Yes Figure 2 (a) Cross-sectional view taken along the XX direction.

[0027] Figure 3 (a) and (b) are diagrams illustrating transponders that can be embedded in the pneumatic tire of the present invention. Figure 3 (a) is a stereogram, Figure 3 (b) is a cross-sectional view.

[0028] Figure 4 This is a meridian half cross-sectional view illustrating the arrangement position of the transponder in the pneumatic tire according to the embodiment of the present invention.

[0029] Figure 5 This is a cross-sectional view showing a transponder buried in a pneumatic tire in a state covered with a covering layer.

[0030] Figure 6 It is a cross-sectional view showing a modified example of the pneumatic tire configured according to the embodiment of the present invention. DETAILED DESCRIPTION

[0031] Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. Figure 1 , Figure 2 It is a figure which shows the pneumatic tire comprised by embodiment of this invention.

[0032] like Figure 1 As shown, the pneumatic tire of this embodiment comprises: a tread portion 1, which extends in the tire circumferential direction and is annular; a pair of sidewall portions 2, which are arranged on both sides of the tread portion 1; and a pair of bead portions 3, which are arranged on the radial inner side of these sidewall portions 2.

[0033] Between the pair of bead portions 3, at least one layer (in the radial direction) of a plurality of carcass cords is laid. Figure 1 The tire body layer 4 is a layer (one layer in the middle). As the carcass cord constituting the carcass layer 4, it is preferred to use organic fiber cords such as nylon and polyester. An annular bead core 5 is buried in each bead portion 3, and a bead filler 6 composed of a rubber composition with a triangular cross-section is arranged on the outer periphery of the bead core 5. In addition, an inner liner 9 is arranged in the area between a pair of bead portions 3 in the tire inner surface Ts. The inner liner 9 constitutes the tire inner surface Ts.

[0034] like Figure 2 As shown in (a) and (b), a plurality of ridges 30 projecting radially inward from the tire inner surface Ts are formed in parallel and spaced apart from each other on the tire inner surface Ts. These ridges 30 are formed on the inner surface of the green tire during tire vulcanization by utilizing the exhaust grooves extending radially on the outer surface of the bladder.

[0035] On the other hand, a plurality of layers (in the tire outer peripheral side of the carcass layer 4 at the tread portion 1) are buried. Figure 1 The belt layer 7 includes a plurality of reinforcing cords inclined relative to the tire circumferential direction, and the reinforcing cords are arranged so as to cross each other between the layers. In the belt layer 7, the inclination angle of the reinforcing cords relative to the tire circumferential direction is set, for example, in the range of 10° to 40°. As the reinforcing cords of the belt layer 7, steel cords are preferably used.

[0036] On the outer circumferential side of the tire of the belt layer 7, for the purpose of improving high-speed durability, at least one layer (at least one layer) of reinforcing cords arranged at an angle of, for example, 5° or less relative to the tire circumferential direction is arranged. Figure 1 The belt covering layer 8 is two layers. Figure 1 The belt covering layer 8 located on the inner side in the tire radial direction constitutes a full covering layer covering the entire width of the belt layer 7, and the belt covering layer 8 located on the outer side in the tire radial direction constitutes an edge covering layer covering only the end of the belt layer 7. As the reinforcing cords of the belt covering layer 8, organic fiber cords such as nylon and aramid are preferably used.

[0037] In the above-mentioned pneumatic tire, both ends 4e of the carcass layer 4 are folded back from the inner side to the outer side of the tire around each bead core 5, and are arranged in a manner of enclosing the bead core 5 and the bead filler 6. The carcass layer 4 includes: a main body portion 4A, which is a portion extending from the tread portion 1 through each sidewall portion 2 to each bead portion 3; and a turned-up portion 4B, which is a portion that is turned up around the bead core 5 at each bead portion 3 and extends toward each sidewall portion 2.

[0038] Furthermore, a cap tread rubber layer 11 is disposed in the tread portion 1 , a sidewall rubber layer 12 is disposed in the sidewall portion 2 , and a rim cushion rubber layer 13 is disposed in the bead portion 3 .

[0039] The transponder 20 is embedded in the pneumatic tire. In this embodiment, the transponder 20 is disposed between the carcass layer 4 and the inner liner layer 9 as a position in the tire thickness direction. Since the transponder 20 is embedded in the tire, the transponder 20 cannot be visually confirmed from the tire inner surface Ts. However, when the transponder 20 is projected onto the tire inner surface Ts, as shown in FIG. Figure 2 As shown in (a) and (b), the center C of the IC chip 21 constituting the transponder 20 is arranged in the smooth region A between the adjacent ridges 30. In particular, it is preferable that the entire IC chip 21 is arranged in the smooth region A.

[0040] In addition, if Figure 3 As shown in (a) and (b), the transponder 20 is covered with a covering layer 23 made of rubber. The covering layer 23 covers the entire transponder 20 in a manner sandwiching the front and back surfaces of the transponder 20. In this way, the transponder 20 is protected by the covering layer 23, thereby improving the durability of the transponder 20.

[0041] As the transponder 20, for example, an RFID (Radio Frequency Identification) tag can be used. Figure 3 As shown in (a) and (b), the transponder 20 has an IC chip 21 for storing data and an antenna 22 for transmitting and receiving data in a contactless manner. By using such a transponder 20, information related to the tire can be written or read in a timely manner and the tire can be managed efficiently. In addition, RFID refers to an automatic identification technology that is composed of a reader / writer having an antenna and a controller and an ID tag having an IC chip and an antenna and can communicate data with each other wirelessly.

[0042] The overall shape of the transponder 20 is not particularly limited. Figure 3 The columnar transponder 20 shown in (a) is preferred because it can follow the deformation of the tire in all directions. In this case, the antenna 22 of the transponder 20 protrudes from both ends of the IC chip 21 and is spiral. This makes it possible to follow the deformation of the tire during driving, and improve the durability of the transponder 20. In addition, the spiral antenna 22 has a suppressive effect on the rubber flow of the coating layer 23 due to its shape.

[0043] Next, the manufacturing method of the pneumatic tire of the present invention is described. When manufacturing a pneumatic tire in which the transponder 20 described above is embedded, various tire components are stacked on a forming drum, the transponder 20 covered with rubber is embedded between the layers of the tire components, and the formed green tire is vulcanized using a bladder having a plurality of exhaust grooves on the outer surface. As a result, a plurality of protrusions 30 are formed on the inner surface of the green tire by the bladder.

[0044] In such a manufacturing process, when the transponder 20 is embedded, the transponder 20 is embedded in such a manner that the center C of the IC chip 21 of the transponder 20 is arranged in the smooth area A between the adjacent ridges 30 among the plurality of ridges 30. Here, it is preferred that not only the center C of the IC chip 21 but also the entire IC chip 21 exists in the smooth area A.

[0045] In the above-mentioned pneumatic tire, a plurality of ridges 30 are formed at intervals on the tire inner surface Ts, and the transponder 20 covered by the covering layer 23 made of rubber is buried inside the tire, and the center position of the IC chip 21 constituting the transponder 20 is arranged in the area A between the adjacent ridges 30. The IC chip 21 is the thickest part of the transponder 20, and is particularly susceptible to the flow of rubber around the transponder 20 during vulcanization. Therefore, in the present invention, by arranging the center position of the IC chip 21 in the green tire and the exhaust groove on the outer surface of the airbag so as not to overlap each other, the flow of rubber of the covering layer 23 covering the transponder 20 during tire vulcanization can be suppressed, and the rubber of the covering layer 23 can fully cover the entire transponder 20. As a result, it is possible to prevent the communication performance of the transponder 20 from deteriorating, and also to suppress the vulcanization failure of the tire.

[0046] On the other hand, if the center C of the IC chip 21 is arranged to overlap with the exhaust groove of the airbag, the rubber of the covering layer 23 may not cover the entire transponder 20 due to the influence of the flow of rubber in the exhaust groove of the airbag. That is, the IC chip 21 is exposed, the transponder 20 contacts the adjacent rubber member, the resonance frequency is shifted, and the communication performance of the transponder 20 is deteriorated.

[0047] In the above-mentioned pneumatic tire, the mutual spacing d of the plurality of ridges 30 is preferably in the range of 3 mm to 50 mm, more preferably in the range of 5 mm to 30 mm, and most preferably in the range of 8 mm to 15 mm. The mutual spacing d is the distance between the adjacent ridges 30 in the area directly above the embedded part of the transponder 20, and is measured in a direction orthogonal to the extending direction of the ridges 30. By making efforts to suppress the rubber flow of the coating layer 23 by the arrangement position of the transponder 20, and by appropriately setting the mutual spacing d of the ridges 30, the air discharge effect between the inner surface of the tire and the airbag during tire vulcanization can be improved. Thus, the vulcanization failure of the tire is suppressed. Here, if the mutual spacing d is less than 3 mm, the area where the transponder 20 overlaps with the exhaust groove of the airbag increases, so the coating layer 23 may not be able to fully cover the entire transponder 20. On the contrary, if the mutual spacing d exceeds 50 mm, the air discharge effect achieved by the exhaust groove of the airbag during vulcanization cannot be fully obtained, and the vulcanization failure of the tire is likely to occur. The average roughness Ra of the tire inner surface Ts is preferably 150 μm or less. The average roughness Ra is an arithmetic mean roughness measured in accordance with JIS B0601.

[0048] The inclination angle θ of the ridge 30 with respect to the tire circumferential direction Tc (see Figure 2 (a)) is preferably in the range of 20° to 60°. The inclination angle θ of the ridge 30 is an angle measured on the inner circumference of the tire at the radial position of the tire where the transponder 20 is arranged. By making efforts to suppress the rubber flow of the coating layer 23 by adjusting the arrangement position of the transponder 20, and by appropriately setting the inclination angle θ of the ridge 30, it is possible to improve the effect of discharging air between the inner surface of the tire and the airbag during tire vulcanization. Thus, the vulcanization failure of the tire is suppressed. Here, if the inclination angle θ is less than 20°, the air discharge effect achieved by the exhaust groove of the airbag cannot be fully obtained during vulcanization. On the contrary, if the inclination angle θ exceeds 60°, air is easily accumulated between the inner surface of the tire and the airbag during vulcanization, so vulcanization failure of the tire is likely to occur.

[0049] The average rubber thickness Ti [mm] from the tire inner surface Ts to the carcass cords 41 constituting the carcass layer 4 (see Figure 2 (b)) and the height Tb [mm] of the protrusion 30 (see Figure 2(b)) preferably satisfies the relationship of 0.2≤Tb / Ti≤3.0, and more preferably satisfies the relationship of 0.5≤Tb / Ti≤1.0. These average rubber thickness Ti and the height Tb of the ridge 30 are the thickness and height measured on the inner circumference of the tire at the radial position of the tire where the transponder 20 is arranged. By making efforts to suppress the rubber flow of the coating layer 23 by adjusting the configuration position of the transponder 20, and by appropriately setting the ratio Tb / Ti, it is possible to improve the effect of discharging air between the inner surface of the tire and the airbag during tire vulcanization. In this way, the vulcanization failure of the tire is suppressed. In addition, the average rubber thickness Ti is the rubber thickness of the covering rubber that does not include the ridge 30 but includes the inner liner 9 and the covering carcass cord 41.

[0050] Here, if the ratio Tb / Ti is less than 0.2, it is conceivable that the height Tb of the ridge 30 is low and the thickness of the inner liner 9 is thick, so that the air accumulated at the step such as the splicing part of the tire component is difficult to release during vulcanization, and the vulcanization failure of the tire is likely to occur. On the contrary, if the ratio Tb / Ti exceeds 3.0, it is conceivable that the thickness of the inner liner 9 is too thin relative to the height Tb of the ridge 30, so there is a tendency for the rubber flow to deteriorate in the tire as a whole during vulcanization, which is not preferable.

[0051] Furthermore, the height Tb of the ridge 30 is preferably in the range of 0.3 mm to 1.5 mm. By taking care of the arrangement position of the transponder 20 to suppress the rubber flow of the coating layer 23 and appropriately setting the height Tb of the ridge 30, the air discharge effect between the inner surface of the tire and the airbag during tire vulcanization can be improved. Thus, the vulcanization failure of the tire can be suppressed.

[0052] In the above-mentioned pneumatic tire, the transponder 20 is embedded on the tire width direction outer side of the carcass layer 4. When the transponder 20 is arranged in the tire side portion 2, as the arrangement area in the tire radial direction, the transponder 20 is preferably arranged from the belt layer 7 with the widest belt width among the multi-layer belt layers 7 (in Figure 4 The transponder 20 is located between the position X1 which is 5 mm inward in the tire radial direction from the end 7ae of the belt layer 7a) on the inner side of the tire radial direction and the position X2 which is 15 mm outward in the tire radial direction from the upper end 5e of the bead core 5 (the end on the outer side of the tire radial direction). Figure 4 The region S shown is suitable. In particular, it is preferable that the transponder 20 is arranged at a distance of 20 mm or more from the upper end 5e of the bead core 5 to the outer side in the tire radial direction, because the transponder 20 is not affected by the rim flange.

[0053] Furthermore, when the transponder 20 is arranged in the sidewall portion 2, as the arrangement area in the tire width direction, the transponder 20 is preferably embedded in a position where the total thickness Ga of the sidewall portion 2 is within a range of 60% to 300% of the total thickness Gsw of the sidewall portion 2 at the maximum width position of the tire. That is, if such a thickness range is satisfied, the transponder 20 can also be arranged in the center of the sidewall rubber layer 12, the rim cushion rubber layer 13, etc.

[0054] In addition, the total thickness Ga and the total thickness Gsw are the thicknesses measured along the normal direction of the carcass layer 4 (carcass line). In addition, the position of the end of the belt layer, the maximum width position of the tire, and the position of the upper end of the bead core are the positions determined when the tire with an air pressure of 180 kPa is assembled on the standard rim (Japanese: standard rim) specified by JATMA and in a no-load state.

[0055] When the transponder 20 is arranged on the tire side portion 2, the transponder 20 is arranged in a manner to satisfy the above-mentioned configuration areas in both the tire radial direction and the tire width direction. As a result, the transponder 20 is arranged separately from the tire components made of metal (such as the tire bead core 5, the rim, etc.). Therefore, metal interference is not easy to occur, and the communication performance of the transponder 20 can be fully ensured.

[0056] When the transponder 20 is arranged in the sidewall portion 2 as described above, the total thickness Gac of the covering layer 23 is preferably in the range of 1% to 30% of the total thickness Gt of the tire at the location where the transponder 20 is embedded, more preferably in the range of 5% to 25%, and most preferably in the range of 10% to 17%. By appropriately setting the total thickness Gac of the covering layer 23 relative to the total thickness Gt of the tire, the rubber flow of the covering layer 23 during tire vulcanization can be effectively suppressed. In addition, the total thickness Gt of the tire is the thickness measured along the normal direction of the carcass layer 4 (carcass line) at the location where the transponder 20 is embedded.

[0057] In the above-mentioned pneumatic tire, it is preferable that the total thickness Gac of the coating layer 23 and the maximum thickness Gar of the transponder 20 satisfy the relationship of 1.1≤Gac / Gar≤3.0. The total thickness Gac of the coating layer 23 is the total thickness of the coating layer 23 including the position of the transponder 20, for example, Figure 5 As shown, it is the total thickness on the straight line passing through the center C of the transponder 20 (IC chip 21) in the tire meridian section and orthogonal to the carcass cord of the nearest carcass layer 4. The total thickness Gac of the covering layer 23 is preferably in the range of 1.0 mm to 3.0 mm. By making the total thickness Gac of the covering layer 23 and the maximum thickness Gar of the transponder 20 satisfy the above relationship, the total thickness Gac of the covering layer 23 can be fully ensured, so that the rubber flow of the covering layer 23 during tire vulcanization can be effectively suppressed.

[0058] Here, if the above ratio is too small (the total thickness Gac of the coating layer 23 is too thin), the transponder 20 will contact the adjacent rubber component, the resonance frequency will shift, and the communication performance of the transponder 20 will deteriorate. On the contrary, if the above ratio is too large (the total thickness Gac of the coating layer 23 is too thick), there is a tendency for the uniformity and balance of the tire to deteriorate.

[0059] In addition, the coating layer 23 preferably contains 20 phr or less of carbon black. Moreover, the coating layer 23 more preferably contains 3 phr or more of carbon black. In the case where the coating layer 23 contains a specific amount of carbon black, the relative dielectric constant of the coating layer 23 can be reduced to improve the communication performance of the transponder 20. In addition, in this specification, "phr" refers to the weight part per 100 parts by weight of the rubber component (elastomer).

[0060] Moreover, the viscosity v1 of the coating layer 23 and the viscosity v2 of the rubber member disposed adjacent to the coating layer 23 on the inner side in the tire width direction preferably satisfy the relationship of 0.5<v1 / v2<1.5. As the adjacent rubber member, for example, the inner liner 9 and the adhesive bonding rubber can be cited. By appropriately setting the ratio v1 / v2 of the viscosity v1 of the coating layer 23 and the viscosity v2 of the adjacent rubber member, the rubber flow of the coating layer 23 during tire vulcanization can be effectively suppressed, and a further suppressive effect of vulcanization failure can be obtained. In addition, the viscosity v1 of the coating layer 23 and the viscosity v2 of the adjacent rubber member are Mooney viscosities [ML(1+4)100°C], which are measured according to JIS K6300-1 by using a Mooney viscometer with an L-shaped rotor, setting the preheating time to 1 minute, the rotation time of the rotor to 4 minutes, and the test temperature to 100°C.

[0061] Here, if the ratio v1 / v2 is less than 0.5, the coating layer 23 is easy to flow during vulcanization, so there is a tendency for the transponder 20 to be exposed and the communication performance of the transponder 20 to deteriorate. On the other hand, if the ratio v1 / v2 exceeds 1.5, the components are pressed toward the outer side of the tire axial direction by the external force from the bladder during vulcanization, so vulcanization failure is likely to occur. For example, when the transponder 20 is arranged between the inner liner 9 and the carcass layer 4, cracks in the inner liner 9 are considered as vulcanization failures.

[0062] Moreover, the relative dielectric constant of the coating layer 23 is preferably less than 7, and more preferably 2 to 5. In addition, the relative dielectric constant of the coating layer 23 is preferably set to be lower than the relative dielectric constant of the rubber member arranged adjacent to the coating layer 23. By setting the relative dielectric constant of the coating layer 23 in this way, the radio wave transmittance when the transponder 20 radiates radio waves can be ensured, and the communication performance of the transponder 20 can be effectively improved. In addition, the relative dielectric constant of the rubber constituting the coating layer 23 is a relative dielectric constant of 860MHz to 960MHz at room temperature. Here, the room temperature is 23±2℃ and 60%±5%RH according to the standard state of the JIS specification. After the rubber is treated at 23℃ and 60%RH for 24 hours, the relative dielectric constant is measured by the electrostatic capacitance method. The above-mentioned range of 860MHz to 960MHz is equivalent to the current UHF band RFID allocation frequency, but in the case where the above-mentioned allocation frequency is changed, it is sufficient to specify the relative dielectric constant of the range of the allocation frequency as described above.

[0063] Figure 6 FIG. 2 is a diagram showing a modified example of a pneumatic tire according to an embodiment of the present invention. Figure 6 In, with Figure 1 The same components are denoted by the same reference numerals, and detailed description of the components will be omitted.

[0064] like Figure 6 As shown, the transponder 20 is arranged at a position on the outside of the main body 4A of the carcass layer 4 in the tire width direction. That is, it can be arranged between the carcass layer 4 and the bead filler 6, the sidewall rubber layer 12, or the rim cushion rubber layer 13. In addition, when the transponder 20 is arranged on the outside of the main body 4A of the carcass layer 4 in the tire width direction, as the rubber member arranged adjacent to the covering layer 23, the covering rubber of the carcass layer 4, the bead filler 6, the sidewall rubber layer 12, and the rim cushion rubber layer 13 can be exemplified. Moreover, as the rubber member arranged adjacent to the inner side of the covering layer 23 in the tire width direction, the covering rubber of the carcass layer 4, the bead filler 6, the sidewall rubber layer 12, the rim cushion rubber layer 13, the filler that can be additionally arranged on the outer side of the bead filler 6 in the tire width direction, and the covering rubber of the steel reinforcing layer can be exemplified.

[0065] Example

[0066] A tire having a size of 245 / 35R21 was manufactured, in which a plurality of ridges were formed at intervals on the inner surface of the tire, a transponder covered with a covering layer made of rubber was buried inside the tire, and the label arrangement in the area between the ridges on the inner surface of the tire, the mutual spacing d of the ridges on the inner surface of the tire, the inclination angle θ of the ridges, the ratio Tb / Ti, the height Tb of the ridges, the ratio Gac / Gar, and the ratio Gac / Gt×100 were set as shown in Table 1 for the prior art examples, comparative examples, and embodiments 1 to 10.

[0067] For these test tires, the communication performance of the transponder was evaluated by the following test method, and the results are collectively shown in Table 1.

[0068] Communication:

[0069] For each test tire, a reader / writer was used to perform communication with the transponder. Specifically, the longest distance that can be communicated was measured when the reader / writer was set to output 250mW and carrier frequency 860MHz to 960MHz. The evaluation results were expressed as an index with the previous example set to 100. The larger the index value, the better the communication performance.

[0070] [Table 1]

[0071]

[0072] Table 1 shows that the tires of Examples 1 to 10 can improve the communication performance of the transponder compared to the conventional tires. That is, in Examples 1 to 10, the rubber flow of the cover layer is suppressed and the entire transponder is sufficiently covered by the cover layer, thereby achieving improved communication performance.

[0073] Description of Reference Numerals

[0074] 1 Tread

[0075] 2 Sidewall

[0076] 3 Bead section

[0077] 4 Carcass layer

[0078] 5 Bead core

[0079] 6 Bead filler

[0080] 7 Belt

[0081] 9 Lining

[0082] 20 Transponder

[0083] 23 Coating layer

[0084] 30 Protrusion

[0085] Area A

[0086] CL Tire Center Line

[0087] Ts tire inner surface

Claims

1. A tire, comprising: a tread portion that extends in the circumferential direction of the tire and is annular; a pair of sidewall portions disposed on both sides of the tread portion; and a pair of bead portions disposed radially inward of the tire of these sidewall portions. A carcass layer is provided between the pair of bead portions, and a plurality of belt layers are disposed on the outer peripheral side of the carcass layer at the tread portion. An inner liner layer is disposed along the carcass layer on the inner surface of the tire. It is characterized in that a plurality of ridges are formed at intervals on the inner surface of the tire, and a transponder covered by a covering layer made of rubber is buried inside the tire, and the central position of the IC chip constituting the transponder is disposed in a region between adjacent ridges.

2. The tire according to claim 1, It is characterized in that the mutual interval of the plurality of ridges is in the range of 3 mm to 50 mm.

3. The tire according to claim 1 or 2, It is characterized in that at the inner circumference of the tire at the tire radial position where the transponder is disposed, the inclination angle of the ridge with respect to the circumferential direction of the tire is in the range of 20° to 60°.

4. The tire according to any one of claims 1 to 3, It is characterized in that at the inner circumference of the tire at the tire radial position where the transponder is disposed, the average rubber thickness Ti from the inner surface of the tire to the carcass cords constituting the carcass layer and the height Tb of the ridge satisfy the relationship of 0.2 ≤ Tb / Ti ≤ 3.

0.

5. The tire according to any one of claims 1 to 4, It is characterized in that the height Tb of the ridge is in the range of 0.3 mm to 1.5 mm.

6. The tire according to any one of claims 1 to 5, It is characterized in that the transponder is buried at a position between a position 5 mm radially inward from the end of the belt layer with the widest belt width in the plurality of belt layers and a position 15 mm radially outward from the upper end of the bead core of the bead portion, and the total thickness Ga of the sidewall portion measured along the normal direction of the carcass layer is in the range of 60% to 300% of the total thickness Gsw of the sidewall portion at the tire maximum width position.

7. The tire according to any one of claims 1 to 6, It is characterized in that the transponder is disposed between the inner liner layer and the carcass layer.

8. The tire according to any one of claims 1 to 5, It is characterized in that the total thickness Gac of the covering layer and the maximum thickness Gar of the transponder satisfy the relationship of 1.1 ≤ Gac / Gar ≤ 3.

0.

9. The tire according to claim 6, It is characterized in that the total thickness Gac of the covering layer is in the range of 1% to 30% of the total thickness Gt of the tire at the transponder burial portion.

10. The tire according to any one of claims 1 to 9, It is characterized in that the covering layer contains 20 phr or less of carbon black.

11. The tire according to any one of claims 1 to 10, It is characterized in that The viscosity v1 of the coating layer and the viscosity v2 of the rubber member disposed adjacent to the inner side in the tire width direction of the coating layer satisfy the relationship of 0.5 < v1 / v2 < 1.

5.

12. A method for manufacturing a tire, forming a green tire obtained by burying a transponder coated with rubber between tire constituent members, vulcanizing the green tire using an airbag having a plurality of exhaust grooves on an outer surface, and forming a plurality of ridges on an inner surface of the green tire by the airbag, characterized in that when burying the transponder, the transponder is buried in the green tire in such a manner that the center position of the IC chip constituting the transponder is disposed in a region between adjacent ones of the plurality of ridges.

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