TIRES AND METHOD FOR MANUFACTURING THESE

Abstract

A tire is provided which, during vulcanization, can provide reduced rubber flow from a transponder coating layer and improved communication performance of the transponder, and a method for its manufacture. The tire includes: a tread section (1) extending in the circumferential direction of the tire and having a ring shape; a pair of sidewall sections (2) arranged on both sides of the tread section (1); a pair of bead sections (3) each arranged on an inner side of the sidewall sections (2) in the radial direction of the tire; a carcass layer (4) placed between the pair of bead sections (3); and an inner liner layer (9) arranged in an inner surface (Ts) of the tire along the carcass layer (4).In the tire, a transponder (20) covered with a coating layer of rubber is embedded inside the tire, and the transponder (20) is arranged in the tire circumferential direction 10° or more from a position where a tire inner circumference curves furthest towards the tire inner side, except for an embedded position of the transponder (20) at a position in the tire radial direction where the transponder (20) is located.

Description

Technical field

[0001] The present invention relates to a tire and a method for its manufacture and relates in particular to a tire which, during vulcanization, can enable a reduced rubber flow of a coating layer of a transponder and an improved communication performance of the transponder, and a method for its manufacture. State of the art

[0002] For tires, embedding an RFID tag (transponder) within the tire has been proposed (see, for example, patent document 1). When manufacturing a tire with an embedded transponder, if a lifting action is performed during the molding process, a joint section where the circumferential end sections of the tire components overlap and which has a greater thickness is less likely to elongate, while the opposite positions of the joint section are more likely to elongate. As described above, the thickness varies depending on its position on the circumference of the raw tire, and a mold closes eccentrically with the raw tire towards a vulcanizer because, prior to vulcanization, a section in the raw tire bulges towards the inner surface.If the transponder is located in a section (for example, near the connection point of the inner liner) that curves inwards in the tire tube, the rubber covering the transponder can easily flow around it due to the influence of the rubber flow. As a result, the rubber covering may not completely cover the transponder, causing problems such as reduced communication performance. List of literature on patent literature

[0003] Patent Document 1: JP H7-137510 A Brief description of the invention: Technical problem

[0004] One object of the present invention is to provide a tire which provides reduced rubber flow of a coating layer of a transponder and improved communication performance of the transponder during vulcanization, and a method for its manufacture. Solution to the problem

[0005] To fulfill the above-described problem, a tire according to one embodiment of the present invention includes: a tread section that extends in a circumferential direction of the tire and has a ring shape; a pair of sidewall sections arranged on both sides of the tread section; a pair of bead sections arranged in a tire radial direction on an inside of the sidewall sections; a carcass layer that is mounted between the pair of bead sections; a plurality of belt layers arranged on an outer circumferential side of the carcass layer in the tread section; and An inner liner layer that is arranged on the inner surface of a tire along the carcass layer.

[0006] The tire contains a transponder covered with a coating layer of rubber, embedded within the tire, and the transponder is positioned 10° or more away in the tire circumferential direction from a position where the inner circumference of the tire curves furthest towards the inside of the tire, except for an embedded position of the transponder at a position in the tire radial direction where the transponder is located.

[0007] A method for manufacturing a tire according to an embodiment of the present invention is a method for manufacturing a tire that includes: Layers of tire components, including an inner liner layer and a carcass layer, on a forming drum; Embedding a rubber-covered transponder between the tire components; Forming a raw tire in which a connecting section is created by overlapping the end sections of the tire components in the circumferential direction of the tire; and Vulcanizing the tire blank.

[0008] The method comprises embedding the transponder in the raw tire in such a way that the connecting section of the inner liner layer or the carcass layer is located at a position where the inner circumference of the tire curves furthest towards the inside of the tire, with the exception of an embedded position of the transponder in a position in a tire radial direction where the transponder is located, and that the transponder is located within a range of +30° to +150° or from -30° to -150° in the tire circumferential direction from the position where the inner circumference curves furthest towards the inside of the tire, with the exception of the embedded position of the transponder in the position in the tire radial direction where the transponder is located. Advantageous effects of the invention

[0009] In one embodiment of the present invention, the transponder covered with the rubber coating layer is embedded within the tire and is arranged 10° or more in the tire's circumferential direction from the position where the inner circumference of the tire curves furthest towards the tire's inner surface, except for the embedded position of the transponder at the position in the tire's radial direction where the transponder is located. A connecting section of the tire components is located at the position where the inner circumference of the tire curves furthest towards the tire's inner surface, except for the embedded position of the transponder at the position in the tire's radial direction where the transponder is located.If the transponder is positioned near the joint, the rubber covering it is likely to flow during vulcanization. Therefore, it is necessary to position the transponder away from the joint. Such an area, avoiding the joint, also exhibits less variation in thickness around the circumference of the tire and is less affected by friction or similar factors as the bladder expands. Thus, by positioning the transponder away from the joint of the tire components in the circumferential direction, the flow of rubber from the coating layer covering the transponder during tire vulcanization can be reduced, allowing the coating layer rubber to adequately cover the entire transponder.This can prevent problems such as a deterioration in the communication performance of the transponder, leading to a reduction in tire vulcanization defects.

[0010] In one embodiment of the present invention, the transponder is preferably arranged in a range of +30° to +150° or -30° to -150° in the tire's circumferential direction from the position where the inner circumference of the tire curves furthest towards the inner surface, with the exception of an embedded position of the transponder at a position in the tire's radial direction where the transponder is located. This effectively reduces the flow of rubber from the coating layer during tire vulcanization.

[0011] A connecting section of the inner liner layer or the carcass layer is preferably located at the position where the inner circumference of the tire curves furthest towards the inner surface, with the exception of the embedded position of the transponder, which is located in the radial direction of the tire where the transponder is positioned. This effectively reduces the flow of rubber from the coating layer during tire vulcanization.

[0012] The transponder is preferably positioned between a position 5 mm inwards in the tire radial direction from one end of a belt layer with the largest belt width of the plurality of belt layers and a position 15 mm outwards in the tire radial direction from the upper end of a bead core of the bead section, and at a position where the total thickness Ga of the sidewall section, measured along a normal line direction of the carcass layer, lies within a range of 60% to 300% of the total thickness Gsw of the sidewall section at a position with maximum tire width. The above-described arrangement of the transponder positions it away from metal tire components (e.g., bead core, rim, etc.). This makes interference from metal unlikely and ensures sufficient communication performance of the transponder.

[0013] The transponder is preferably positioned between the inner liner layer and the carcass layer. Positioning the transponder as described above can prevent it from being damaged due to damage to the sidewall section.

[0014] The total thickness Gac of the coating layer and the maximum thickness Gar of the transponder preferably meet the ratio 1.1 ≤ Gac / Gar ≤ 3.0. This ensures that the total thickness Gac of the coating layer is sufficiently high, effectively reducing rubber flow in the coating layer during tire vulcanization.

[0015] The total thickness Gac of the coating layer is preferably in the range of 1% to 30% of the total thickness Gt of a tire at the embedded position of the transponder. This allows the total thickness Gac of the coating layer to be appropriately adjusted in relation to the total thickness Gt of the tire, thereby effectively reducing the rubber flow of the coating layer during tire vulcanization.

[0016] The coating layer preferably contains 20 phr or less carbon black. This reduces the relative dielectric constant of the coating layer, thereby improving the communication performance of the transponder.

[0017] A viscosity v1 of the coating layer and a viscosity v2 of a rubber element located adjacent to the coating layer on an inner side in the tire width direction preferably satisfy a relationship of 0.5 < v1 / v2 < 1.5. This effectively reduces the rubber flow of the coating layer during tire vulcanization and further reduces vulcanization defects.

[0018] Preferably, a plurality of ribs are formed at intervals on the inner surface of the tire, and a central position of an IC chip, which forms the transponder, is preferably arranged in an area between the adjacent ribs. This effectively reduces the flow of rubber from the coating layer during tire vulcanization.

[0019] The spacing between the multiple ribs is preferably 3 mm to 50 mm. This effectively reduces the flow of rubber from the coating layer during tire vulcanization. Brief description of the drawings Fig. Figure 1 is a meridian cross-sectional view illustrating an example of a pneumatic tire according to an embodiment of the present invention. Fig. 2 is an equatorline cross-sectional view showing the pneumatic tire of Fig. 1. Illustrated schematically. Fig. Figures 3(a) and (b) are perspective views illustrating a transponder that can be embedded in the pneumatic tire according to the present invention. Fig. 3(a) is a perspective view and Fig. 3(b) is a cross-sectional view. Fig.Figure 4 is a half cross-sectional view along a meridian of a position where a transponder is arranged in the pneumatic tire according to an embodiment of the present invention. Fig. Figure 5 is a cross-sectional view illustrating a transponder covered with a coating layer and embedded in the pneumatic tire. Fig. Figure 6 is an explanatory diagram illustrating an enlarged inner surface area of ​​the pneumatic tire according to an embodiment of the present invention. Fig. Figure 7 is a cross-sectional view of a modified example of the pneumatic tire according to an embodiment of the present invention. Description of embodiments

[0020] Configurations of embodiments of the present invention are described in detail below with reference to the accompanying drawings. Fig. 1 and Fig.Figure 2 illustrates a pneumatic tire according to an embodiment of the present invention.

[0021] As in Fig. As illustrated in Figure 1, the pneumatic tire according to the present embodiment includes a tread section 1 extending in the circumferential direction of the tire and having a ring shape, a pair of sidewall sections 2 arranged on both sides of the tread section 1, and a pair of bead sections 3 arranged on the inner sides of the pair of sidewall sections 2 in the radial direction of the tire.

[0022] At least one carcass layer 4 (one layer in Fig.1), which is formed by arranging a plurality of carcass cord threads in the radial direction, is mounted between the pair of bead sections 3. Organic fiber cord threads made of nylon and polyester are preferably used as the carcass cord threads forming the carcass layer 4. Bead cores 5, which have a ring shape, are embedded in the bead sections 3, and bead fillers 6, which are made of a rubber compound and have a triangular cross-section, are arranged on the outer circumferences of the bead cores 5. Additionally, an inner liner layer 9 is arranged in a region between the pair of bead sections 3 on a tire inner surface Ts. The inner liner layer 9 forms the tire inner surface Ts.

[0023] On the other hand, a majority of belt layers are 7 (two layers in Fig.1) embedded on the outer circumference of the carcass layer 4 of the tread section 1. The belt layers 7 enclose a plurality of reinforcing cords inclined with respect to the tire's circumferential direction, and the reinforcing cords are arranged between layers such that they overlap. In the belt layers 7, the angle of inclination of the reinforcing cords with respect to the tire's circumferential direction is set such that it falls within a range of, for example, 10° to 40°. Steel cords are preferably used as the reinforcing cords of the belt layers 7.

[0024] To improve durability at high speeds, at least one belt cover layer 8 (two layers in Fig. 1), which is formed by arranging reinforcing cords at an angle of, for example, 5° or less with respect to the tire's circumferential direction, arranged on an outer circumferential side of the belt layers 7 of the tire. In Fig. 1. The belt cover layer 8, located on the inner side in the tire radial direction, forms a complete cover, encompassing the entire width of the belt layers 7, while the belt cover layer 8, located on the outer side in the tire radial direction, forms an edge cover layer, covering only the end sections of the belt layers 7. Organic fiber cord threads such as nylon and aramid are preferably used as the reinforcing cords of the belt cover layer 8.

[0025] In the pneumatic tire described above, both ends 4e of the carcass layer 4 are folded back around the tire bead cores 5 from the inside of the tire to the outside and are arranged to wrap around the bead cores 5 and the bead fillers 6. The carcass layer 4 includes a body section 4A, corresponding to a section extending from the tread section 1 through each of the sidewall sections 2 to each of the bead sections 3, and a folded section 4B, corresponding to a section that is folded around the bead core 5 at each of the bead sections 3 and extends to the side of each of the sidewall sections 2.

[0026] A protector tread rubber layer 11 is arranged in the tread section 1, a sidewall rubber layer 12 is arranged in the sidewall section 2 and a rim padding rubber layer 13 is arranged in the bead section 3.

[0027] A transponder 20 is embedded within such a pneumatic tire. As in Fig. As illustrated in Figure 2, the transponder 20 is positioned such that an absolute value of an angle θ with respect to a position P on a tire circumference is 10° or more. Position P uses a position in the tire radial direction where the transponder 20 is located as the reference position Q (see Figure 2). Fig.1) and is a position in the tire's circumferential direction where the inner circumference of the tire (the inner surface Ts) curves furthest towards the inner surface of the tire at position Q, with the exception of an embedded position of the transponder 20. At such a position P, there is a connecting section where the circumferential end sections of the tire components overlap and the thickness increases. Connecting sections of the inner liner layer 9 and the carcass layer 4 are examples. In particular, the transponder 20 is preferably arranged in a region of +30° to +150° or -30° to -150° in the tire's circumferential direction from position P, more preferably in a region of +60° to +120° or -60° to -120° from position P, and most preferably in a region of 60° to +90° or -60° to -90° from position P.

[0028] The angle θ (see Fig.2) is an angle formed by position P and the center of an IC chip that forms the transponder 20 after the pneumatic tire has been mounted on the rim in an unloaded state at 0 kPa air pressure. This angle θ can be measured using a CT scan.

[0029] As in Fig. As illustrated in Figures 3(a) and (b), the transponder 20 is covered with a rubber coating layer 23. The coating layer 23 covers the entire transponder 20, sandwiching both the top and back surfaces of the transponder 20 together. The coating layer 23 protects the transponder 20, as described above, and thus improves its durability.

[0030] A radio frequency identification tag (RFID tag), for example, can be used as transponder 20. As in Fig.As illustrated in Figures 3(a) and (b), the transponder 20 includes an IC chip 21 that stores data and antennas 22 that transmit and receive data wirelessly. With a transponder 20 such as the one described above, information relating to the tire can be written or read in a timely manner, and the tire can be handled efficiently. It should be noted that “RFID” refers to an automatic identification technology, including: a read / write unit that includes an antenna and a controller; and an ID tag that includes an IC chip and an antenna, the automatic identification technology enabling data to be transmitted wirelessly.

[0031] The general form of the Transponder 20 is not subject to any special restrictions, however, by using the Transponder 20 with a in Fig.3(a) The column-like shape illustrated allows the deformation of the tire to be followed effectively in any direction. In this case, the antenna 22 of the transponder 20 protrudes from each of the two end sections of the IC chip 21 and has a spiral shape. This allows the transponder 20 to follow the deformation of the tire during driving, thereby improving the durability of the transponder 20. Furthermore, the spiral shape of the antenna 22 reduces the flow of rubber from the coating layer 23.

[0032] Next, a method for manufacturing a pneumatic tire according to an embodiment of the present invention is described. In manufacturing a pneumatic tire in which the transponder 20 described above is embedded, the tire components, including the inner liner layer 9 and the carcass layer 4, are layered on a forming drum, and the rubber-coated transponder 20 is embedded between the layers of the tire components. This creates a connecting section, causing the end sections of the tire components to overlap in the circumferential direction. The resulting raw tire is then vulcanized.

[0033] By embedding the transponder 20 in such a manufacturing process, the transponder 20 is embedded such that it is located at least 10° or more away from position P in the tire's circumferential direction. The transponder 20 is preferably embedded such that it is located in a range of +30° to +150° or -30° to -150° from position P in the tire's circumferential direction. Here, position P is the position at which the inner circumference of the tire curves furthest towards the tire's inner surface, with the exception of the embedded position of the transponder 20 in the tire's radial direction where the transponder 20 is located.The connecting section of the inner liner layer 9 or the carcass layer 4 is preferably located at the position where the inner circumference of the tire curves furthest towards the inside of the tire, with the exception of the embedded position of the transponder 20 at the position in the tire radial direction where the transponder 20 is located.

[0034] In the pneumatic tire described above, the transponder 20, covered with the rubber coating layer 23, is embedded in the tire and is arranged 10° or more in the tire's circumferential direction from position P where the inner circumference of the tire curves furthest towards the tire's inner surface, except for the embedded position of the transponder 20 at the position in the tire's radial direction where the transponder 20 is located. The connecting section of the tire component is located at the position where the inner circumference curves furthest towards the tire's inner surface, except for the embedded position of the transponder 20 at the position in the tire's radial direction where the transponder 20 is located.If the transponder 20 is located near the joint section, the rubber covering the transponder 20 is likely to flow during vulcanization. Therefore, it is necessary to position the transponder 20 away from the joint section. Such an area, avoiding the joint section, also exhibits less thickness variation around the circumference of the raw tire and is less affected by friction or similar factors as the bladder expands. Therefore, by positioning the transponder 20 away from the joint section of the tire components in the tire's circumferential direction, the rubber flow of the coating layer 23 covering the transponder 20 during tire vulcanization can be reduced, allowing the rubber of the coating layer 23 to adequately cover the entire transponder 20.This can prevent problems such as a deterioration in the communication performance of the transponder 20, which leads to a reduction in vulcanization defects of the tire.

[0035] The pneumatic tire described above incorporates the transponder 20, which is embedded on an outer side of the carcass layer 4 in the tire width direction. When the transponder 20 is arranged in this way in the sidewall section 2, the transponder 20 is preferably positioned in the radial direction of the tire between a position X1 5 mm inwards in the radial direction of the tire and an end 7ae of the belt layer 7 with the largest belt width of the plurality of belt layers 7 (a belt layer 7a on the inner side in the radial direction of the tire). Fig.4) and a position X2 15 mm outside in the tire radial direction from an upper end 5e of the bead core 5 (an end section on the outer side in the tire radial direction). In other words, the transponder 20 is preferably located in a Fig. 4 illustrated area S. In particular, the transponder 20 is preferably arranged 20 mm or more away from the upper end 5e of the bead core 5 on the outer side in the tire radial direction, since the transponder 20 is not influenced by a rim flange.

[0036] When the transponder 20 is arranged in the sidewall section 2, it is furthermore preferably embedded in a position as a placement area in the tire width direction where the total thickness Ga of the sidewall section 2 lies within a range of 60% to 300% of the total thickness Gsw of the sidewall section 2 at a position with maximum tire width. In other words, as long as this thickness range is maintained, the transponder 20 can be arranged in the center of the sidewall rubber layer 12 or the rim pad rubber layer 13 or the like.

[0037] The total thickness Ga and the total thickness Gsw are both thicknesses measured along a normal direction of carcass layer 4 (carcass line). The position of the end of the belt layer, the position of the maximum tire width, and the position of the top of the bead core are positions specified when a tire is mounted on a standard rim defined by JATMA at an air pressure of 180 kPa and is in an unloaded state.

[0038] When the transponder 20 is located in the sidewall section 2, this arrangement ensures that it occupies both the aforementioned placement areas in the tire radial direction and the tire width direction, and that the transponder 20 is positioned away from the metal tire components (for example, the bead core 5, the rim, or the like). This makes interference from metal unlikely and ensures sufficient communication performance of the transponder 20.

[0039] In a case where the transponder 20 is arranged in the sidewall section 2 as described above, the total thickness Gac of the coating layer 23 is preferably in the range of 1% to 30%, more preferably in the range of 5% to 25%, and most preferably in the range of 10% to 17% of the total thickness Gt of the tire at the embedded position of the transponder 20. By appropriately adjusting the total thickness Gac of the coating layer 23 relative to the total thickness Gt of the tire, as described above, the rubber flow of the coating layer 23 during tire vulcanization can be effectively reduced. The total thickness Gt of the tire is a thickness measured along the normal direction of the carcass layer 4 (carcass line) at the embedded position of the transponder 20.

[0040] In the pneumatic tire described above, the total thickness Gac of the coating layer 23 and a maximum thickness Gar of the transponder 20 preferably satisfy the relationship 1.1 ≤ Gac / Gar ≤ 3.0. Here, the total thickness Gac of the coating layer 23 is the total thickness of the coating layer 23 at a position that includes the transponder 20, and is, for example, as in Fig.Figure 5 illustrates the total thickness along a straight line passing through the center C of the transponder 20 and perpendicularly intersecting the nearest carcass cord of the carcass layer 4 in a tire meridian cross-section. The total thickness Gac of the coating layer 23 is preferably in the range of 1.0 mm to 3.0 mm. If the total thickness Gac of the coating layer 23 and the maximum thickness Gar of the transponder 20 satisfy the relationship described above, this ensures a sufficient total thickness Gac of the coating layer 23, which effectively reduces rubber flow in the coating layer 23 during tire vulcanization.

[0041] If the aforementioned ratio is excessively small (the total thickness Gac of the coating layer 23 is excessively thin), the transponder 20 comes into contact with the adjacent rubber element, the resonant frequency is shifted, and the communication performance of the transponder 20 tends to deteriorate. Conversely, if the aforementioned ratio is excessively large (the total thickness Gac of the coating layer 23 is excessively thick), the uniformity and balance of the tire tends to deteriorate.

[0042] The coating layer 23 preferably contains 20 phr or less carbon black. More preferably, the coating layer 23 contains 3 phr or more carbon black. If the coating layer 23 contains a certain amount of carbon black, as described above, the relative dielectric constant of the coating layer 23 can be reduced, thereby improving the communication performance of the transponder 20. "phr," as used herein, means parts by weight per 100 parts by weight of a rubber component (elastomer).

[0043] Furthermore, a viscosity v1 of the coating layer 23 and a viscosity v2 of a rubber element located adjacent to the coating layer 23 on the inner side in the direction of tire width preferably satisfy the relationship 0.5 < v1 / v2 < 1.5. Examples of the adjacent rubber element include, for example, coating rubber of the carcass layer 4, the bead filler 6, the sidewall rubber layer 12, the rim cushion rubber layer 13, and filler rubber, which may additionally be located on the outside of the bead filler 6 in the direction of tire width, as well as coating rubber of a steel reinforcement layer.By appropriately adjusting the ratio v1 / v2 between the viscosity v1 of the coating layer 23 and the viscosity v2 of the adjacent rubber element, as described above, the rubber flow of the coating layer 23 during tire vulcanization can be effectively reduced, further suppressing vulcanization defects. The viscosity v1 of the coating layer 23 and the viscosity v2 of the adjacent rubber element are Mooney viscosities [ML (1 + 4) 100 °C] and are measured according to JIS K6300-1 using a Mooney viscometer with an L-shaped rotor under conditions of a preheating time of 1 minute, rotor rotation time of 4 minutes, and a test temperature of 100 °C.

[0044] In this case, a v1 / v2 ratio of less than 0.5 causes the coating layer 23 to flow slightly during vulcanization. This exposes the transponder 20 and tends to impair its communication performance. Conversely, if the v1 / v2 ratio exceeds 1.5, the bubble is forced against an element on the outside in the tire's axial direction by an external force during vulcanization, making vulcanization defects more likely. For example, if the transponder 20 is located between the inner liner layer 9 and the carcass layer 4, the vulcanization defects could be a crack or similar defect in the inner liner layer 9.

[0045] Furthermore, the coating layer 23 preferably has a relative permittivity (RPI) of 7 or less, and more preferably of 2 to 5. The RPI of the coating layer 23 is preferably set lower than the RPI of the rubber elements located adjacent to the coating layer 23. By setting the RPI of the coating layer 23 in this way, radio wave transmission can be ensured when the transponder 20 emits a radio wave, thereby effectively improving the communication performance of the transponder 20. The rubber forming the coating layer 23 has a RPI of 860 MHz to 960 MHz at ambient temperature. Here, the ambient temperature is ±2 °C and the relative humidity is 60% ±5% according to the standard conditions of the JIS standard.The relative permittivity of the rubber is measured using the capacitance method after the rubber has been treated at 23 °C and 60% RH for 24 hours. The range described above, from 860 MHz to 960 MHz, corresponds to currently assigned RFID frequencies in a UHF band, but if the assigned frequencies are changed, the relative permittivity can be set within the range of the assigned frequencies, as described above.

[0046] Fig. Figure 6 is an enlarged view of the inner surface Ts of the pneumatic tire according to an embodiment of the present invention. As shown in Fig.As illustrated in Figure 6, a plurality of ribs 30 project inwards from the inner tire surface Ts in the tire radial direction, arranged parallel to one another at intervals. These ribs 30 (protruding sections) are formed during tire vulcanization on an inner surface of the raw tire by run-off grooves (recessed sections) that extend radially on an outer surface of the bladder. The mutual spacing d between the ribs 30 is preferably in the range of 3 mm to 50 mm. The mutual spacing d is the distance between adjacent ribs 30 in a region directly above the embedded position of the transponder 20 and is measured perpendicular to one of the extension directions of the ribs 30. Fig.6. The transponder 20 is located inside the tire and cannot be visually detected from the inner tire surface Ts. However, when the transponder 20 is projected onto the inner tire surface Ts, the position of the center point C of the IC chip 21, which forms the transponder 20, is located in a smooth area between the adjacent ribs 30. In particular, the entire IC chip 21 is preferably located in this smooth area. Since the IC chip 21 is the thickest part of the transponder 20, it is likely to be affected by the rubber flow during vulcanization. If the bladder's drainage groove and the IC chip 21 are positioned to overlap, the rubber of the coating layer 23 may not completely cover the transponder 20 due to the influence of rubber flowing into the bladder's drainage groove.Therefore, by positioning the transponder 20 in the smooth area between the bladder's drainage grooves (a smooth area between adjacent ribs 30 in a vulcanized tire), the rubber flow of the coating layer 23 during tire vulcanization can be effectively reduced. If the mutual distance d is less than 3 mm, this increases the area in which the transponder 20 and the bladder's drainage grooves overlap, and this can result in the coating layer 23 not adequately covering the entire transponder 20. On the other hand, if the mutual distance d is greater than 50 mm, the effect of air drainage through the bladder's drainage grooves during vulcanization cannot be sufficiently achieved, likely leading to vulcanization defects in the tire.

[0047] Fig.Figure 7 illustrates a modified example of the pneumatic tire according to an embodiment of the present invention. Fig. 7 are components that are connected to the in Fig. The components illustrated in section 1 are identical and are marked with the same reference symbols. A detailed description of these components is omitted.

[0048] As in Fig.As illustrated in Figure 7, the transponder 20 is located between the carcass layer 4 and the inner liner layer 9. Positioning the transponder 20 on the side of the inner tire surface Ts, as described above, can prevent the transponder 20 from being damaged due to damage to the sidewall section 2. When the transponder 20 is located between the carcass layer 4 and the inner liner layer 9, examples of the rubber element located adjacent to the coating layer 23 include the inner liner layer 9, the coating rubber of the carcass layer 4, and the tack rubber. Examples of the rubber element located on the inside of the tire, adjacent to the coating layer 23, also include the inner liner layer 9 and the tack rubber. Example

[0049] Tires were manufactured according to the prior art example, the comparative example, and Examples 1 to 11. The tires have a size of 245 / 35R21 and include a tread section extending in the circumferential direction and having a ring shape, a pair of sidewall sections arranged on both sides of the tread section, a pair of bead sections arranged on an inner side of the sidewall sections in the radial direction of the tire, a bead filler arranged on an outer circumference of a bead core of each bead section, a carcass layer placed between the pair of bead sections, a plurality of belt layers arranged on an outer circumferential side of the carcass layer in the tread section, and an inner liner layer arranged on an inner surface of the tire along the carcass layer.The tires have a transponder covered with a rubber coating layer embedded in the tire and an angle θ from a position P, a tire component at position P, a Gac / Gar ratio, a Gac / Gt ratio × 100, the placement of the tag in an area between ribs on the inner tire surface and an alternating distance d between the ribs on the inner tire surface are specified as shown in Table 1.

[0050] For these test tires, the communication performance of the transponder was evaluated using a test procedure described below, and the results are also shown in Table 1. Communication performance:

[0051] For each test tire, a communication process with the transponder was performed using a read / write unit. Specifically, the maximum communication distance with the read / write unit was measured at a power output of 250 mW and a carrier frequency of 860 MHz to 960 MHz. Evaluation results are expressed as index values, where the state-of-the-art example value is defined as 100. Higher index values ​​indicate better communication performance. Table 1-I State of the art example comparative example Example 1 Example 2 Example 3 Angle θ of position P 0° 5° 10° 45° 75° Tire component at position P Inner soul Inner soul Inner soul Inner soul Inner soul ratio Gac / Gar 1,0 1,0 1,0 1,0 1,0 Ratio Gac / Gt × 100 (%) 0,5 0,5 0,5 0,5 0,5 Tag placement in the area between ribs on the inner tire surface No No No No No Alternating spacing between ribs on the inner tire 2 2 2 2 2 surface area (mm) Communication performance 100 102 105 106 108 Table 1-II Example 4 Example 5 Example 6 Example 7 Example 8 Angle θ of position P 75° 75° 75° 75° 75° Tire component at position P carcass Inner soul Inner soul Inner soul Inner soul ratio Gac / Gar 1,0 1,1 3,0 2,0 2,0 Ratio Gac / Gt × 100 (%) 0,5 0,5 0,5 1 30 Tag placement in the area between ribs on the inner tire surface No No No No No Intermediate spacing between ribs on the inner tire surface (mm) 2 2 2 2 2 Communication performance 108 109 111 112 115 Table 1-III Example 9 Example 10 Example 11 Angle θ of position P 75° 75° 75° Tire component at position P Inner soul Inner soul Inner soul ratio Gac / Gar 2,0 2,0 2,0 Ratio Gac / Gt × 100 (%) 10 10 10 Tag placement in the area between ribs on the inner tire surface Yes Yes Yes Intermediate spacing between ribs on the inner tire surface (mm) 2 3 50 Communication performance 116 118 119

[0052] As can be seen from Table 1, compared to the prior art example, the pneumatic tires of Examples 1 to 11 were able to improve the communication performance of the transponder. That is, in Examples 1 to 11, the rubber flow of the coating layer was reduced, and the entire transponder was sufficiently covered with the coating layer, which led to an improvement in communication performance.

[0053] On the other hand, in the comparative example, although the transponder was arranged in the circumferential direction of the tire away from position P, since the angle θ from position P was set smaller than the angle range defined in the present invention, the rubber of the coating layer could not adequately cover the entire transponder due to the influence of the rubber flow around the transponder, and the effect of improving the communication performance of the transponder could not be sufficiently achieved. List of reference symbols 1 tread section 2 Side wall section 3 bead section 4 Carcass layer 5 bead core 6 bead fillers 7th belt layer 9 Inner Soul Layer 20 transponders 23 coating layer CL tire center line Ts tire inner surface QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP H7-137510 A

[0003]

Claims

[1] Tires, including: a tread section that extends in a circumferential direction of the tire and has a ring shape; a pair of sidewall sections arranged on both sides of the tread section; a pair of bead sections arranged in a tire radial direction on an inside of the sidewall sections; a carcass layer that is mounted between the pair of bead sections; a plurality of belt layers arranged on an outer circumferential side of the carcass layer in the tread section; and an inner liner layer that is arranged on the inner surface of a tire along the carcass layer; a transponder covered with a coating layer of rubber and embedded in the tire, and wherein the transponder is arranged 10° or more in the tire circumferential direction from a position where a tire inner circumference curves furthest towards an inner tire surface, except for an embedded position of the transponder at a position in the tire radial direction where the transponder is located. [2] Tire according to claim 1, wherein the transponder is arranged in a range of +30° to +150° or from -30° to -150° in the tire circumferential direction from the position where the inner circumference of the tire curves furthest towards the inside of the tire, except for the embedded position of the transponder at the position in the tire radial direction where the transponder is arranged. [3] Tire according to claim 1 or 2, wherein a connecting section of the inner liner layer or the carcass layer is present at the position where the inner circumference of the tire curves furthest towards the inside of the tire, except for the embedded position of the transponder at the position in the tire radial direction where the transponder is located. [4] Tire according to one of claims 1 to 3, wherein the transponder is arranged between a position 5 mm inside in the tire radial direction from an end of a belt layer with the largest belt width of the plurality of belt layers and a position 15 mm outside in the tire radial direction from an upper end of a bead core of the bead section and at a position where a total thickness Ga of the sidewall section, measured along a normal line direction of the carcass layer, lies in a range of 60% to 300% of a total thickness Gsw of the sidewall section at a position with maximum tire width. [5] Tires according to any one of claims 1 to 4, wherein the transponder is arranged between the inner liner layer and the carcass layer. [6] Tires according to any one of claims 1 to 5, wherein a total thickness Gac of the coating layer and a maximum thickness Gar of the transponder satisfy a relationship 1.1 ≤ Gac / Gar ≤ 3.

0. [7] Tire according to claim 4, wherein a total thickness Gac of the coating layer at the embedded position of the transponder is in the range of 1% to 30% of a total thickness Gt of the tire. [8] Tires according to any one of claims 1 to 7, wherein the coating layer contains 20 phr or less carbon black. [9] Tires according to any one of claims 1 to 8, wherein a viscosity v1 of the coating layer and a viscosity v2 of a rubber element arranged adjacent to the coating layer on an inner side in the direction of the tire width satisfy the relationship 0.5 < v1 / v2 < 1.

5. [10] Tires according to any one of claims 1 to 9, wherein a large number of ribs are formed at intervals on the inner surface of the tire and a central position of an IC chip, which forms the transponder, is located in an area between the adjacent ribs. [11] Tires according to claim 10, wherein the mutual spacing between the plurality of ribs is in the range of 3 mm to 50 mm. [12] Method for manufacturing a tire, the method comprising: Layers of tire components, comprising an inner liner layer and a carcass layer, on a forming drum; Embedding a rubber-covered transponder between the tire components; Forming a raw tire in which a connecting section is created by overlapping the end sections of the tire components in the circumferential direction of the tire; and Vulcanizing the raw tire; wherein the method by embedding the transponder comprises embedding the transponder in the raw tire such that the connecting section of the inner liner layer or the carcass layer is located at a position where the inner circumference of the tire curves furthest towards the inside of the tire, except for an embedded position of the transponder in a position in a tire radial direction where the transponder is located, and that the transponder is located within a range of +30° to +150° or from -30° to -150° in the tire circumferential direction from the position where the inner circumference curves furthest towards the inside of the tire, except for the embedded position of the transponder in the position in the tire radial direction where the transponder is located.

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