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. The tire is provided with a tread portion (1) extending in the circumferential direction of the tire and having an annular shape, a pair of sidewall portions (2) disposed on both sides of the tread portion (1), and a pair of bead portions (3) disposed on the inner side of the sidewall portions (2) in the radial direction of the tire. A carcass layer (4) is bridged between the pair of bead portions (3), and an inner liner (9) is disposed on the inner surface (Ts) of the tire along the carcass layer (4). A transponder (20) coated with a coating layer made of rubber is embedded inside a tire, and the transponder (20) is arranged on the inner circumference of the tire at a position in the radial direction of the tire at which the transponder (20) is arranged, the transponder (20) being arranged at a distance of 10 DEG or more in the circumferential direction of the tire from a position that is most bulged toward the inside of the tire except for the position where the transponder (20) is embedded.

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 rubber flow of the coating layer of a transponder during vulcanization and improve the communication performance of the transponder. Background Art

[0002] In tires, a scheme of embedding an RFID tag (transponder) inside the tire has been proposed (for example, refer to Patent Document 1). When manufacturing a tire with a transponder embedded inside the tire, if a lift is applied during molding, there is a tendency that the circumferential ends of the tire constituent members overlap and the thickness at the splice portion becomes thick and difficult to elongate, while the opposing positions of the splice portion are prone to elongation. Thus, the thickness varies depending on the position on the circumference of the green tire, and the mold is closed in a state where the green tire bulges toward the inner surface side before vulcanization and the green tire is eccentric with respect to the vulcanizer. Therefore, if a transponder is disposed in a portion that bulges toward the inner surface side (for example, near the splice portion of the inner liner) in the green tire, due to the influence of the rubber flow around the transponder, the rubber covering the transponder becomes prone to flow. As a result, the covering rubber cannot cover the entire transponder, causing problems such as deterioration of the communication performance of the transponder.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Patent Laid-Open No. 7-137510 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] An object of the present invention is to provide a tire and a method for manufacturing the same that can suppress the rubber flow of the coating layer of a transponder during vulcanization and improve the communication performance of the transponder.

[0008] Means for Solving the Problems

[0009] In order to achieve the above object, the tire of the present invention includes: a tread portion that extends in the tire circumferential direction and is annular; a pair of sidewall portions that are disposed on both sides of the tread portion; and a pair of bead portions that are disposed on the radially inner side 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 transponder covered by a covering layer made of rubber is buried inside the tire, and the transponder is disposed on the inner circumference of the tire at a tire radial position where the transponder is disposed, leaving 10° or more in the tire circumferential direction from the position that bulges most inward of the tire except for the burial portion of the transponder.

[0010] A method for manufacturing a tire of the present invention stacks tire constituent members including an inner liner layer and a carcass layer on a forming drum, buries a transponder covered with rubber between the tire constituent members, forms a green tire having a splice portion formed by overlapping the circumferential ends of the tire constituent members, and vulcanizes the green tire. It is characterized in that when burying the transponder, the transponder is buried in the green tire in such a manner that at the inner circumference of the tire at a tire radial position where the transponder is disposed, there is a splice portion of the inner liner layer or the carcass layer at the position that bulges most inward of the tire except for the burial portion of the transponder, and at the inner circumference of the tire at a tire radial position where the transponder is disposed, the transponder is disposed within a range of +30° to +150° or -30° to -150° in the tire circumferential direction from the position that bulges most inward of the tire except for the burial portion of the transponder.

[0011] Advantages of the Invention

[0012] In the present invention, a transponder covered with a covering layer made of rubber is embedded inside a tire. On the inner circumference of the tire at the radial position of the tire where the transponder is disposed, the transponder is disposed at a position that is more than 10° circumferentially away from the position that bulges most inwardly of the tire except for the embedding portion of the transponder. On the inner circumference of the tire at the radial position of the tire where the transponder is disposed, there is a splicing portion of a tire constituent member at the position that bulges most inwardly of the tire except for the embedding portion of the transponder. If the transponder is disposed near this splicing portion, the rubber covering the transponder becomes easy to flow during vulcanization. Therefore, it is necessary to dispose the transponder avoiding the splicing portion. Such an area avoiding the splicing portion is also an area where the thickness variation is small on the circumference of the green tire and is not easily affected by friction during the inflation of a bladder. Therefore, by disposing the transponder circumferentially away from the splicing portion of the tire constituent member, it is possible to suppress the rubber flow of the covering layer covering the transponder during tire vulcanization, and it is possible to make the rubber of the covering layer sufficiently cover the entire transponder. Thereby, it is possible to prevent adverse conditions such as deterioration of the communication performance of the transponder, and it is also possible to suppress tire vulcanization failures.

[0013] In the tire of the present invention, preferably, on the inner circumference of the tire at the radial position of the tire where the transponder is disposed, the transponder is disposed in a range of +30° to +150° or -30° to -150° circumferentially from the position that bulges most inwardly of the tire except for the embedding portion of the transponder. Thereby, it is possible to effectively suppress the rubber flow of the covering layer during tire vulcanization.

[0014] Preferably, on the inner circumference of the tire at the radial position of the tire where the transponder is disposed, there is a splicing portion of the inner liner layer or the carcass layer at the position that bulges most inwardly of the tire except for the embedding portion of the transponder. Thereby, it is possible to effectively suppress the rubber flow of the covering layer during tire vulcanization.

[0015] Preferably, the transponder is embedded at a position between a position that is 5 mm radially inward from the end of the belt layer having the widest belt width in the multi-layer belt layer and a position that is 15 mm radially outward from the upper end of the bead core of the bead portion, and in a range 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 tire maximum width position. By disposing the transponder in this way, the transponder is disposed separately from tire constituent members made of metal (such as a bead core, a rim, etc.). Therefore, metal interference is not easily generated, and the communication performance of the transponder can be sufficiently ensured.

[0016] Preferably, the transponder is disposed between the inner liner layer and the carcass layer. By disposing the transponder in this way, it is possible to prevent damage to the transponder caused by damage to the sidewall portion.

[0017] 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 therefore the rubber flow of the coating layer during tire vulcanization can be effectively suppressed.

[0018] Preferably, the total thickness Gac of the coating layer is in the range of 1% to 30% of the total tire thickness Gt at the embedding portion of the transponder. Thus, the total thickness Gac of the coating layer can be appropriately set with respect to the total tire thickness Gt, and therefore the rubber flow of the coating layer during tire vulcanization can be effectively suppressed.

[0019] Preferably, the coating layer contains 20 phr or less of carbon black. Thus, the relative dielectric constant of the coating layer can be reduced to improve the communication performance of the transponder.

[0020] Preferably, 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. Thus, the rubber flow of the coating layer during tire vulcanization can be effectively suppressed, and a further suppression effect of vulcanization failure can be obtained.

[0021] Preferably, a plurality of ridges are formed at intervals on the inner surface of the tire, and the center position of the IC chip constituting the transponder is disposed in the region between adjacent ridges. Thus, the rubber flow of the coating layer during tire vulcanization can be effectively suppressed.

[0022] Preferably, the mutual interval of the plurality of ridges is in the range of 3 mm to 50 mm. Thus, the rubber flow of the coating layer during tire vulcanization can be effectively suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a meridian sectional view showing an example of a pneumatic tire constituted by an embodiment of the present invention.

[0024] Figure 2 is schematically showing Figure 1 of the equatorial sectional view of the pneumatic tire.

[0025] Figure 3 (a), (b) are diagrams illustrating a transponder that can be embedded in the pneumatic tire of the present invention, Figure 3 (a) is a perspective view, Figure 3 (b) is a sectional view.

[0026] Figure 4 is a meridian half-sectional view illustrating the arrangement position of the transponder in the pneumatic tire constituted by the embodiment of the present invention.

[0027] Figure 5It is a cross-sectional view showing a transponder embedded in a pneumatic tire in a state covered with a covering layer.

[0028] Figure 6 It is an explanatory view showing an enlarged view of the inner surface of a pneumatic tire configured according to an embodiment of the present invention.

[0029] Figure 7 It is a cross-sectional view showing a modified example of a pneumatic tire configured according to an embodiment of the present invention. Detailed Embodiments

[0030] 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 view showing a pneumatic tire configured according to an embodiment of the present invention.

[0031] As Figure 1 shown, the pneumatic tire of the present embodiment includes: a tread portion 1 that extends in the tire circumferential direction and is annular; a pair of sidewall portions 2 that are disposed on both sides of the tread portion 1; and a pair of bead portions 3 that are disposed on the radially inner side of these sidewall portions 2 in the tire radial direction.

[0032] Between the pair of bead portions 3, at least one layer (one layer in Figure 1 ) of a carcass layer 4 formed by arranging a plurality of carcass cords in the radial direction is provided. As the carcass cords constituting the carcass layer 4, organic fiber cords such as nylon and polyester are preferably used. An annular bead core 5 is buried in each bead portion 3, and a bead filler 6 made of a rubber composition having a triangular cross-section is disposed on the outer periphery of the bead core 5. And, a liner layer 9 is disposed in a region between the pair of bead portions 3 on the inner surface Ts of the tire. The liner layer 9 constitutes the inner surface Ts of the tire.

[0033] On the other hand, a plurality of layers (two layers in Figure 1 ) of belt layers 7 are buried on the outer peripheral side of the carcass layer 4 at the tread portion 1. The belt layer 7 includes a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and is disposed such that the reinforcing cords cross each other between the layers. In the belt layer 7, the inclination angle of the reinforcing cords with respect 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.

[0034] On the outer peripheral side of the belt layer 7, at least one layer (two layers in Figure 1 ) of a belt cover layer 8 formed by arranging the reinforcing cords at an angle of, for example, 5° or less with respect to the tire circumferential direction is disposed for the purpose of improving high-speed durability. In Figure 1In this case, the belt cover layer 8 located on the radially inner side of the tire forms a full-coverage layer that covers the entire width of the belt layer 7, and the belt cover layer 8 located on the radially outer side of the tire forms an edge-coverage layer that only covers the ends of the belt layer 7. As the reinforcing cord of the belt cover layer 8, organic fiber cords such as nylon and aramid are preferably used.

[0035] In the above pneumatic tire, the two ends 4e of the carcass layer 4 are folded back from the inside of the tire to the outside around each bead core 5, and are arranged in a manner that encloses the bead core 5 and the bead filler 6. The carcass layer 4 includes: a main body portion 4A, which is the portion extending from the tread surface 1 through each sidewall portion 2 to each bead portion 3; and a rolled-up portion 4B, which is the portion that is rolled up around the bead core 5 at each bead portion 3 and extends toward the sidewall portion 2 side.

[0036] In addition, a cap tread rubber layer 11 is disposed on the tread surface 1, a sidewall rubber layer 12 is disposed on the sidewall portion 2, and a rim cushion rubber layer 13 is disposed on the bead portion 3.

[0037] A transponder 20 is embedded inside such a pneumatic tire. As Figure 2 shown, the transponder 20 is configured such that the absolute value of the angle θ is 10° or more with respect to the position P on the tire circumference. The position P is a reference position Q based on the tire radial position where the transponder 20 is disposed (refer to Figure 1 ), and is the tire circumferential position on the inner circumference of the tire (on the tire inner surface Ts) at the reference position Q that bulges most inwardly toward the inside of the tire except for the buried portion of the transponder 20. At such a position P, there is a splicing portion where the circumferential ends of the tire constituent members overlap and the thickness becomes thick. For example, the splice portions of the inner liner 9 and the carcass layer 4 can be cited. In particular, the transponder 20 is preferably disposed within the range of +30° to +150° or -30° to -150° in the tire circumferential direction from the position P, more preferably within the range of +60° to +120° or -60° to -120° from the position P, and most preferably within the range of +60° to +90° or -60° to -90° from the position P.

[0038] In addition, the angle θ (refer to Figure 2 ) is the angle formed between the position P and the center of the IC chip constituting the transponder 20 in a state of 0 kPa air pressure and no load after the pneumatic tire is fitted to the rim. This angle θ can be measured using a CT scan.

[0039] In addition, as Figure 3As 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 such a manner as to sandwich the front and back surfaces of the transponder 20. In this way, the transponder 20 is protected by the covering layer 23, and thus the durability of the transponder 20 can be improved.

[0040] As the transponder 20, for example, an RFID (Radio Frequency Identification) tag can be used. As 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 non-contact manner. By using such a transponder 20, information related to the tire can be written or read out in a timely manner, and the tire can be efficiently managed. In addition, RFID refers to an automatic identification technology composed of a reader / writer having an antenna and a controller and an ID tag having an IC chip and an antenna, and capable of communicating data wirelessly with each other.

[0041] The overall shape of the transponder 20 is not particularly limited. If a columnar transponder 20 as shown in Figure 3 (a) is used, it can follow the deformation of the tire in all directions, so it is preferred. In this case, the antennas 22 of the transponder 20 protrude from both end portions of the IC chip 21 and are spiral. Thereby, the deformation of the tire during driving can be followed, and the durability of the transponder 20 can be improved. Moreover, due to its shape, the spiral antenna 22 has an inhibitory effect on the rubber flow of the covering layer 23.

[0042] Next, a method for manufacturing the pneumatic tire of the present invention will be described. In the case of manufacturing a pneumatic tire in which the above-described transponder 20 is embedded, tire constituent members including an inner liner layer 9 and a carcass layer 4 are laminated on a forming drum, and the transponder 20 covered with rubber is embedded between the layers of the tire constituent members. At this time, a splice portion is formed by overlapping the circumferential ends of the tire constituent members with each other. The green tire thus formed is vulcanized.

[0043] In such a manufacturing process, when the transponder 20 is embedded, the transponder 20 is embedded in such a manner as to be at least 10° or more away from the position P in the circumferential direction of the tire. At this time, it is preferred to embed the transponder 20 in such a manner that the transponder 20 is disposed within a range of +30° to +150° or -30° to -150° in the circumferential direction of the tire from the position P. Here, the position P is the position on the inner circumference of the tire at the tire radial position where the transponder 20 is disposed and is the most bulged inward of the tire except for the embedding portion of the transponder 20. Preferably, at the inner circumference of the tire at the tire radial position where the transponder 20 is disposed, there is a splice portion of the inner liner layer 9 or the carcass layer 4 except for the embedding portion of the transponder 20.

[0044] In the above pneumatic tire, a transponder 20 covered by a covering layer 23 made of rubber is buried inside the tire. At the inner circumference of the tire at the tire radial position where the transponder 20 is disposed, the transponder 20 is disposed at a position more than 10° circumferentially away from the position P that bulges most inward of the tire except for the buried portion of the transponder 20. At the inner circumference of the tire at the tire radial position where the transponder 20 is disposed, there is a splicing portion of the tire constituent members at the position that bulges most inward of the tire except for the buried portion of the transponder 20. If the transponder 20 is disposed near this splicing portion, the rubber covering the transponder 20 becomes easy to flow during vulcanization. Therefore, it is necessary to dispose the transponder 20 avoiding the splicing portion. Such a region avoiding the splicing portion is also a region where the thickness variation is small on the circumference of the green tire and is not easily affected by the friction during the inflation of the airbag, etc. Therefore, by disposing the transponder 20 circumferentially away from the splicing portion of the tire constituent members, it is possible to suppress the rubber flow of the covering layer 23 covering the transponder 20 during tire vulcanization, and it is possible to make the rubber of the covering layer 23 sufficiently cover the whole of the transponder 20. Thereby, it is possible to prevent troubles such as deterioration of the communication property of the transponder 20, and it is also possible to suppress tire vulcanization failures.

[0045] In the above pneumatic tire, a transponder 20 is buried outside the tire width direction of the carcass layer 4. In the case of disposing the transponder 20 at the sidewall portion 2 in this way, as the tire radial disposition region, the transponder 20 is preferably disposed at a position between a position X1 that is 5 mm radially inward from the end 7ae of the belt layer 7 having the widest belt width in the multiple belt layers 7 (the belt layer 7a on the radially inner side of the tire in Figure 4 and a position X2 that is 15 mm radially outward from the upper end 5e (the radially outer end) of the bead core 5. That is, it is advisable to dispose the transponder 20 in the region S shown in Figure 4 . In particular, if the transponder 20 is disposed more than 20 mm radially outward from the upper end 5e of the bead core 5, it will not be affected by the rim flange, and thus is preferable.

[0046] Moreover, in the case of disposing the transponder 20 at the sidewall portion 2, as the tire width direction disposition region, the transponder 20 is preferably buried at a position where the total thickness Ga of the sidewall portion 2 is in the range of 60% to 300% of the total thickness Gsw of the sidewall portion 2 at the tire maximum width position. That is, if such a thickness range is satisfied, it is also possible to dispose the transponder 20 at the center portion of the sidewall rubber layer 12, the rim cushion rubber layer 13, etc.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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 a straight line passing through the center C of the transponder 20 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.

[0051] 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.

[0052] 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. When the coating layer 23 contains a specific amount of carbon black in this way, the relative dielectric constant of the coating layer 23 can be reduced and the communication performance of the transponder 20 can be improved. In addition, in this specification, "phr" means parts by weight per 100 parts by weight of the rubber component (elastomer).

[0053] Moreover, the viscosity v1 of the coating layer 23 and the viscosity v2 of the rubber member disposed adjacent to the inner side in the tire width direction of the coating layer 23 preferably satisfy the relationship of 0.5 < v1 / v2 < 1.5. As such an adjacent rubber member, for example, 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 disposed outside the bead filler 6 in the tire width direction, and the covering rubber of the steel reinforcing layer can be cited. By appropriately setting the ratio v1 / v2 of the viscosity v1 of the coating layer 23 to the viscosity v2 of the adjacent rubber member in this way, the rubber flow of the coating layer 23 during tire vulcanization can be effectively suppressed, and a further suppression effect on 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], and are viscosities measured in accordance with JIS K6300-1, using a Mooney viscometer with an L-shaped rotor, setting the preheating time to 1 minute, setting the rotation time of the rotor to 4 minutes, and setting the test temperature to 100°C.

[0054] Here, if the ratio v1 / v2 is less than 0.5, the coating layer 23 tends to flow easily 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, during vulcanization, the member is pressed by the external force from the bladder toward the outer side in the tire axial direction, so vulcanization failure is likely to occur. For example, when the transponder 20 is disposed between the inner liner layer 9 and the carcass layer 4, as the vulcanization failure, cracks in the inner liner layer 9 are considered.

[0055] Moreover, the relative permittivity of the coating layer 23 is preferably 7 or less, more preferably 2 to 5. In addition, the relative permittivity of the coating layer 23 is preferably set to be lower than the relative permittivity of the rubber member disposed adjacent to the coating layer 23. By setting the relative permittivity of the coating layer 23 in this way, the radio wave transmissivity 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 permittivity of the rubber constituting the coating layer 23 is the relative permittivity at 860 MHz to 960 MHz at normal temperature. Here, normal temperature is based on the standard state of JIS specifications, which is 23 ± 2°C and 60% ± 5% RH. After the rubber is treated at 23°C and 60% RH for 24 hours, the relative permittivity is measured by the capacitance method. The above range of 860 MHz to 960 MHz corresponds to the allocated frequency of the current UHF band RFID. However, when the above allocated frequency is changed, the relative permittivity of the range of the allocated frequency only needs to be specified as described above.

[0056] Figure 6 FIG. is an enlarged view showing the tire inner surface Ts of the pneumatic tire constituted by the embodiment of the present invention. As Figure 6 shown, a plurality of ridges 30 protruding radially inward from the tire inner surface Ts are formed in parallel at intervals. These ridges 30 (protrusions) are formed on the inner surface of the green tire during tire vulcanization by using exhaust grooves (recesses) extending radially on the outer surface of the airbag. The mutual interval d of these ridges 30 is preferably in the range of 3 mm to 50 mm. The mutual interval d is the distance between adjacent ridges 30 in the region directly above the buried portion of the transponder 20 and is measured in a direction orthogonal to the extending direction of the ridges 30. In Figure 6In this case, the transponder 20 is disposed inside the tire, and the transponder 20 cannot be visually confirmed from the inner surface Ts of the tire. However, when the transponder 20 is projected onto the inner surface Ts of the tire, the position of the center C of the IC chip 21 constituting the transponder 20 is disposed in a smooth area between adjacent ridges 30. In particular, it is preferable that the entire IC chip 21 is disposed in the above-mentioned smooth area. Since the IC chip 21 is the thickest in the transponder 20, it is easily affected by the flow of rubber during vulcanization. If the exhaust groove of the airbag is disposed overlapping the IC chip 21, it will be affected by the flow of rubber in the exhaust groove of the airbag, and the rubber of the coating layer 23 may not cover the entire transponder 20. Therefore, by disposing the transponder 20 in the smooth area between the exhaust grooves of the airbag (the smooth area between adjacent ridges 30 in the vulcanized tire), the flow of the rubber of the coating layer 23 during tire vulcanization can be effectively suppressed. Here, if the mutual interval 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 fully cover the entire transponder 20. On the contrary, if the mutual interval d exceeds 50 mm, the air discharge effect achieved by the exhaust groove of the airbag cannot be fully obtained during vulcanization, and tire vulcanization failure is likely to occur.

[0057] Figure 7 is a view showing a modified example of a pneumatic tire constituted by an embodiment of the present invention. In Figure 7 in, for Figure 1 the same configuration as

[0058] As Figure 7 shown, the transponder 20 is disposed between the carcass layer 4 and the inner liner layer 9. By disposing the transponder 20 on the inner surface Ts side of the tire in this way, damage to the transponder 20 caused by damage to the sidewall portion 2 can be prevented. In addition, when the transponder 20 is disposed between the carcass layer 4 and the inner liner layer 9, examples of the rubber member disposed adjacent to the coating layer 23 include the inner liner layer 9, the covering rubber of the carcass layer 4, and the adhesive bonding rubber. Moreover, examples of the rubber member disposed adjacent to the inner side in the tire width direction of the coating layer 23 include the inner liner layer 9 and the adhesive bonding rubber.

[0059] Example

[0060] A tire was manufactured with a tread surface that extends circumferentially around the tire and has a ring shape, a pair of sidewall portions disposed on both sides of the tread surface, and a pair of bead portions disposed radially inward of these sidewall portions. A bead filler is disposed on the outer periphery of the bead core in each bead portion, a carcass layer is provided between the pair of bead portions, a plurality of belt layers are disposed on the outer peripheral side of the carcass layer at the tread surface, and a liner layer is disposed along the carcass layer on the inner surface of the tire. In this tire, a transponder covered with a covering layer made of rubber is buried inside the tire, and the angle θ measured from position P, the tire components at position P, the ratio Gac / Gar, the ratio Gac / Gt×100, the label arrangement in the area between the protrusions on the inner surface of the tire, and the mutual interval d of the protrusions on the inner surface of the tire are set as shown in Table 1 for a conventional example, a comparative example, and Examples 1 to 11.

[0061] For these test tires, the communication performance of the transponder was evaluated by the following test method, and the results are shown in Table 1 together.

[0062] Communication performance:

[0063] For each test tire, communication operations with the transponder were performed using a reader / writer. Specifically, the longest distance at which communication was possible was measured with the output of the reader / writer set to 250 mW and the carrier frequency in the range of 860 MHz to 960 MHz. The evaluation results are expressed as an index with the conventional example set to 100. The larger this index value, the better the communication performance.

[0064] [Table 1]

[0065]

[0066] From Table 1, it can be seen that the tires of Examples 1 to 11 can improve the communication performance of the transponder compared with the conventional example. That is, in Examples 1 to 11, the rubber flow of the covering layer is suppressed, and the entire transponder is sufficiently covered by the covering layer, so that the improvement of communication performance is achieved.

[0067] On the other hand, in the comparative example, although the transponder is disposed leaving the tire circumferentially from position P, since the angle θ measured from position P is set to be less than the angle range defined in the present invention, the rubber of the covering layer cannot sufficiently cover the entire transponder due to the influence of the rubber flow around the transponder, and the improvement effect of the communication performance of the transponder cannot be sufficiently obtained.

[0068] Explanation of reference numerals

[0069] 1 Tread surface

[0070] 2 Sidewall portion

[0071] 3 Bead portion

[0072] 4 carcass ply

[0073] 5 bead core

[0074] 6 bead filler

[0075] 7 belt

[0076] 9 innerliner

[0077] 20 transponder

[0078] 23 overcoating

[0079] CL tire center line

[0080] Ts tire inner surface

Claims

1. A tire, the tire comprising: a tread surface that extends in the tire circumferential direction and is annular; a pair of sidewall portions disposed on both sides of the tread surface; and a pair of bead portions disposed on the tire radial inner sides 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 surface. An inner liner layer is disposed along the carcass layer on the tire inner surface. It is characterized in that a transponder covered by a covering layer made of rubber is buried inside the tire, and at the tire inner circumference at the tire radial position where the transponder is disposed, the transponder is disposed at a position that is more than 10° away in the tire circumferential direction from the position that bulges most inwardly of the tire except for the burial portion of the transponder.

2. The tire according to claim 1, It is characterized in that at the tire inner circumference at the tire radial position where the transponder is disposed, the transponder is disposed within a range of +30° to +150° or -30° to -150° in the tire circumferential direction from the position that bulges most inwardly of the tire except for the burial portion of the transponder.

3. The tire according to claim 1 or 2, It is characterized in that at the tire inner circumference at the tire radial position where the transponder is disposed, a splicing portion of the inner liner layer or the carcass layer exists at the position that bulges most inwardly of the tire except for the burial portion of the transponder.

4. The tire according to any one of claims 1 to 3, It is characterized in that the transponder is buried at a position that is between a position 5 mm radially inward from the end of the belt layer having the widest belt width among 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 within a range 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 tire maximum width position.

5. The tire according to any one of claims 1 to 4, It is characterized in that the transponder is disposed between the inner liner layer and the carcass layer.

6. The tire according to any one of claims 1 to 5, It is characterized in that the relationship that 1.1 ≤ Gac / Gar ≤ 3.0 is satisfied between the total thickness Gac of the covering layer and the maximum thickness Gar of the transponder.

7. The tire according to claim 4, It is characterized in that the total thickness Gac of the covering layer is within a range of 1% to 30% of the total tire thickness Gt at the burial portion of the transponder.

8. The tire according to any one of claims 1 to 7, It is characterized in that the covering layer contains 20 phr or less of carbon black.

9. The tire according to any one of claims 1 to 8, It is characterized in that the relationship that 0.5 < v1 / v2 < 1.5 is satisfied between the viscosity v1 of the covering layer and the viscosity v2 of the rubber member disposed adjacent to the inner side in the tire width direction of the covering layer.

10. The tire according to any one of claims 1 to 9, It is characterized in that A plurality of ridges are formed at intervals on the inner surface of the tire, and the center position of the IC chip constituting the transponder is disposed in a region between adjacent ridges.

11. The tire according to claim 10, wherein, the intervals between the plurality of ridges are in the range of 3 mm to 50 mm.

12. A method for manufacturing a tire, comprising laminating tire constituent members including an inner liner layer and a carcass layer on a forming drum, burying a transponder covered with rubber between the tire constituent members, forming a green tire having a splice portion formed by overlapping the circumferential ends of the tire constituent members with each other, and vulcanizing the green tire, wherein, when burying the transponder, the transponder is buried in the green tire in such a manner that a splice portion of the inner liner layer or the carcass layer exists at the position on the inner circumference of the tire at the tire radial position where the transponder is disposed, which is the most bulged toward the inner side of the tire except for the burying portion of the transponder, and the transponder is disposed in the range of +30° to +150° or -30° to -150° in the circumferential direction of the tire starting from the position on the inner circumference of the tire at the tire radial position where the transponder is disposed, which is the most bulged toward the inner side of the tire except for the burying portion of the transponder.

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