Tire and method for manufacturing same

Abstract

The present invention provides a tire and a method for manufacturing the same in which innovative placement of a transponder makes it possible to improve the external damage resistance and durability of the transponder, thereby preventing damage to the transponder. The tire comprises: a tread part extending in the tire circumferential direction and forming a ring shape; a pair of sidewall parts disposed on both sides of the tread part; and a pair of bead parts disposed on the inner sides of these sidewall parts 2 in the tire radial direction, with a raised part 30 protruding from a tire reference plane R on a tire inner surface Ti and / or a tire outer surface To of the sidewall parts 2, wherein a transponder 20 is embedded in the sidewall parts 2, and an IC chip 21 constituting the transponder 20 is disposed in a location that corresponds to the raised part 30.

Description

Tire and manufacturing method thereof

[0001] The present invention relates to a tire and a manufacturing method thereof, and more particularly to a tire and a manufacturing method thereof in which the placement location of a transponder is devised to improve the external damage resistance and durability of the transponder, thereby making it possible to prevent damage to the transponder.

[0002] It has been proposed to embed an RFID tag (transponder) inside a tire (see, for example, Patent Document 1).When embedding a transponder inside a tire, for example, if the transponder is placed in a location where the rubber thickness of the sidewall is thin, there is a problem that if the tire is folded when going over a curb or the like, the transponder being in the location where the rubber thickness is thin increases the risk of being damaged.

[0003] Japanese Patent Application Publication No. 7-137510

[0004] An object of the present invention is to provide a tire and a manufacturing method thereof in which the placement location of the transponder is devised to improve the external damage resistance and durability of the transponder, thereby making it possible to prevent damage to the transponder.

[0005] In order to achieve the above object, the tire of the present invention comprises a tread portion extending circumferentially in an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and a pair of bead portions arranged radially inward of the sidewall portions, wherein at least one of the inner and outer surfaces of the sidewall portions has a convex portion protruding from the tire reference plane, and wherein a transponder is embedded in the sidewall portion and an IC chip constituting the transponder is arranged at a location corresponding to the convex portion.

[0006] The tire manufacturing method of the present invention is a tire manufacturing method in which a green tire having a transponder embedded between tire constituent members is molded, and the green tire is vulcanized using a mold having a recess on its inner surface and a bladder having a plurality of exhaust grooves on its outer surface, thereby forming convex portions on the inner and outer surfaces of the green tire, characterized in that when embedding the transponder, the transponder is embedded in the green tire so that the IC chip constituting the transponder is positioned at a location corresponding to the convex portion.

[0007] In the present invention, the IC chip constituting the transponder is disposed in a location corresponding to a convex portion on the tire's inner surface or outer surface of the sidewall portion. This IC chip is the thickest part of the transponder and is therefore susceptible to the effects of significant tire deformation. As described above, by disposing the IC chip in a location corresponding to the convex portion, the IC chip is disposed in a location where the rubber is thicker relative to the tire reference surface, and this rubber functions as a cushion, making the transponder less susceptible to the effects of tire deformation when driving over a curb or the like. This improves the transponder's resistance to external damage and durability, and prevents damage to the transponder.

[0008] In the tire of the present invention, the area of ​​the overlapping region formed by the overlap of the IC chip and the convex portion is preferably in the range of 25% to 100% of the area of ​​the IC chip, which can effectively improve the external damage resistance and durability of the transponder.

[0009] The transponder is covered with a coating layer made of rubber or resin, and the protrusion amount of the convex portion from the tire reference surface is preferably in the range of 0.5 mm to 3.0 mm. By protecting the transponder with the coating layer and preventing damage, and by setting the protrusion amount of the convex portion appropriately, the external damage resistance of the transponder can be effectively improved.

[0010] The transponder is covered with a covering layer made of rubber, and the total thickness Gac of the covering layer is preferably in the range of 1% to 30% of the total tire thickness Ga at the location where the transponder is embedded. By appropriately setting the ratio of the total thickness Gac of the covering layer to the total tire thickness Ga while protecting the transponder and preventing damage with the covering layer, rubber flow in the covering layer during tire vulcanization can be effectively suppressed.

[0011] The transponder is covered with a covering layer made of rubber, and it is preferable that the total thickness Gac of the covering layer and the maximum thickness Gar of the transponder satisfy the relationship 1.1≦Gac / Gar≦3.0. This allows the covering layer to protect the transponder and prevent damage, while ensuring a sufficient total thickness Gac of the covering layer, thereby effectively improving the external damage resistance and durability of the transponder.

[0012] The transponder is covered with a covering layer made of rubber, and it is preferable that the modulus of the convex portion at 50% deformation at 20° C. is higher than the modulus of the covering layer at 50% deformation at 20° C. The covering layer protects the transponder and prevents damage, while making the modulus of the convex portion at 50% deformation relatively high at the same time attenuates external forces around the transponder, effectively improving the external damage resistance and durability of the transponder.

[0013] The modulus of the coating layer at 50% deformation at 20° C. is preferably in the range of 0.4 MPa to 1.5 MPa, which can prevent interfacial peeling between the coating layer and the adjacent rubber member while enhancing the protective effect of the coating layer on the transponder.

[0014] The convex portions preferably include an inner convex portion formed on the tire inner surface and an outer convex portion formed on the tire outer surface, and the IC chip is preferably arranged so as to overlap both the inner convex portion and the outer convex portion in the tire circumferential direction and the tire radial direction, thereby effectively improving the external damage resistance and durability of the transponder.

[0015] It is preferable that a sidewall rubber layer is disposed in the sidewall portions, a rim cushion rubber layer is disposed in the bead portions, a carcass layer is mounted between the pair of bead portions, a plurality of belt layers are disposed on the outer peripheral side of the carcass layer in the tread portion, an inner liner layer is disposed along the carcass layer on the inner surface of the tire, and the transponder is disposed either between the inner liner layer and the carcass layer, between the carcass layer and the sidewall rubber layer, or between the carcass layer and the rim cushion rubber layer. By disposing the transponder in this manner, it is possible to mold the tire without disturbing the carcass line.

[0016] FIG. 1 is a meridian cross-sectional view showing an example of a pneumatic tire according to an embodiment of the present invention. FIG. 2 is a cross-sectional view showing an enlarged view of a main portion of FIG. 1. FIG. 3(a) is a plan view of a transponder projected onto the inner surface of the tire, and FIG. 3(b) is a plan view of the transponder projected onto the outer surface of the tire. FIGS. 4(a) and 4(b) are examples of transponders that can be embedded in pneumatic tires according to the present invention, with FIG. 4(a) being a perspective view and FIG. 4(b) being a cross-sectional view. FIGS. 5(a) and 5(b) are plan views each showing an example of an overlapping region between the IC chip and the protrusion of the transponder. FIG. 6 is a cross-sectional view showing a transponder embedded in a pneumatic tire while covered with a coating layer. FIG. 7 is a cross-sectional view showing a modified example of a pneumatic tire according to an embodiment of the present invention.

[0017] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail with reference to the accompanying drawings, in which: Figures 1 and 2 show a pneumatic tire according to an embodiment of the present invention;

[0018] As shown in FIG. 1 , the pneumatic tire of this embodiment includes a tread portion 1 extending circumferentially in a ring shape, a pair of sidewall portions 2 disposed on both sides of the tread portion 1, and a pair of bead portions 3 disposed radially inward of the sidewall portions 2.

[0019] At least one carcass layer 4, which is made up of a plurality of carcass cords arranged in the radial direction, is mounted between a pair of bead portions 3. Organic fiber cords such as nylon or polyester are preferably used as the carcass cords that make up the carcass layer 4. An annular bead core 5 is embedded in each bead portion 3, and a bead filler 6 made of a rubber composition and having a triangular cross section is disposed on the outer periphery of the bead core 5. An inner liner layer 9 is disposed in the region between the pair of bead portions 3. This inner liner layer 9 forms the tire inner surface Ti.

[0020] Meanwhile, multiple belt layers 7 are embedded on the tire outer circumferential side of the carcass layer 4 in the tread portion 1. The belt layers 7 include multiple reinforcing cords that are inclined with respect to the tire circumferential direction, and are arranged so that the reinforcing cords cross each other between layers. In the belt layers 7, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set to a range of 10° to 40°, for example. Steel cords are preferably used as the reinforcing cords of the belt layers 7.

[0021] For the purpose of improving high-speed durability, at least one belt cover layer 8 is disposed on the tire outer circumferential side of the belt layer 7. The belt cover layer 8 has reinforcing cords arranged at an angle of, for example, 5° or less with respect to the tire circumferential direction. In Fig. 1, the belt cover layer 8 located on the inner side in the tire radial direction constitutes a full cover that covers the entire width of the belt layer 7, while the belt cover layer 8 located on the outer side in the tire radial direction constitutes an edge cover layer that covers only the ends of the belt layer 7. As the reinforcing cords of the belt cover layer 8, organic fiber cords such as nylon and aramid are preferably used.

[0022] In the pneumatic tire, both ends 4e of the carcass layer 4 are folded back around each bead core 5 from the inside to the outside of the tire, and are arranged to encase the bead cores 5 and the bead fillers 6. The carcass layer 4 includes a main body portion 4A that extends from the tread portion 1 through each sidewall portion 2 to each bead portion 3, and a turned-up portion 4B that is turned up around the bead core 5 in each bead portion 3 and extends toward each sidewall portion 2.

[0023] 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 .

[0024] As shown in Fig. 2 , a convex portion 30 protruding from a tire reference plane R is formed on at least one of the tire inner surface Ti and the tire outer surface To. In the present invention, the tire reference plane R means a baseline on each of the tire inner surface Ti and the tire outer surface To where no convex portion 30 exists in a meridian cross section of the tire. As shown in Fig. 2 , in the sidewall portion 2, the tire reference plane R means the tire reference plane Ri on the tire inner surface Ti and the tire reference plane Ro on the tire outer surface To.

[0025] The convex portion 30 includes an inner convex portion 31 formed on the tire inner surface Ti and protruding from the tire reference plane Ri, and an outer convex portion 32 formed on the tire outer surface To and protruding from the tire reference plane Ro. As shown in FIG. 3( a), the inner convex portion 31 on the tire inner surface Ti is composed of multiple ridges formed parallel to each other at intervals. The inner convex portion 31 (ridges) is formed on the inner surface of the green tire during tire vulcanization by exhaust grooves extending in the radial direction on the outer surface of the bladder. The inner convex portion 31 may also include a splice portion where the circumferential ends of tire constituent members, such as the inner liner layer 9 and the carcass layer 4, overlap to increase the gauge. In this case, the inner convex portion 31 (splice portion) is formed during tire building by the circumferential ends of the tire constituent members overlapping each other. 3(b), the outer convex portion 32 on the tire outer surface To includes a tire brand logo consisting of letters, figures, etc., and a tire size consisting of letters, numbers, symbols, etc. The outer convex portion 32 is formed on the outer surface of the green tire during tire vulcanization by a recess formed on the inner surface of a mold.

[0026] A transponder 20 is embedded inside such a pneumatic tire. In this embodiment, the transponder 20 is disposed outward in the tire width direction from the main body portion 4A of the carcass layer 4, and is disposed between the carcass layer 4 and the sidewall rubber layer 12. Alternatively, the transponder 20 may be disposed between the carcass layer 4 and the rim cushion rubber layer 13. The transponder 20 may also be disposed between the carcass layer 4 and the inner liner layer 9. Because the transponder 20 is embedded inside the tire, it cannot be seen from the tire inner surface Ti or the tire outer surface To. However, when the transponder 20 is projected onto each of the tire inner surface Ti and the tire outer surface To, as shown in FIGS. 3( a) and 3(b), the IC chip 21 constituting the transponder 20 is disposed at a position corresponding to the protrusion 30. That is, the IC chip 21 and the protrusion 30 are disposed so as to overlap each other in the tire circumferential direction and the tire radial direction. The overlap between the two can be identified, for example, from a direction perpendicular to the carcass cord of the nearest carcass layer 4 passing through the center of the IC chip 21 in the tire meridian cross section, and can be confirmed using CT scans, X-rays, etc.

[0027] As shown in FIGS. 4A and 4B, the transponder 20 is covered with a covering layer 23 made of rubber or resin. This covering layer 23 covers the entire transponder 20 by sandwiching both the front and back sides of the transponder 20. Protecting the transponder 20 with the covering layer 23 in this manner improves the durability of the transponder 20. The rubber or resin covering the transponder 20 preferably has a lower dielectric constant than the material adjacent to the covering layer 23, thereby contributing to improved communication performance of the transponder 20. Examples of such rubber include rubber with a low carbon content, and examples of such resin include polyimide. The transponder 20 extends along the tire circumferential direction. The transponder 20 may be disposed so as to be inclined at an angle ranging from -10° to 10° relative to the tire circumferential direction.

[0028] The transponder 20 may be, for example, an RFID (Radio Frequency Identification) tag. As shown in Figures 4(a) and 4(b), the transponder 20 has an IC chip 21 for storing data and an antenna 22 for contactlessly transmitting and receiving data. By using such a transponder 20, tire-related information can be written or read as needed, enabling efficient tire management. RFID is 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 is capable of wirelessly communicating data.

[0029] Although the overall shape of the transponder 20 is not particularly limited, a columnar transponder 20 as shown in Fig. 4(a) is preferable because it can follow the deformation of the tire in each direction. In this case, the antenna 22 of the transponder 20 protrudes from both ends of the IC chip 21 and has a spiral shape. This allows it to follow the deformation of the tire during running, improving the durability of the transponder 20. Furthermore, the spiral antenna 22 has the effect of suppressing the rubber flow of the coating layer 23 due to its shape.

[0030] Next, a method for manufacturing a pneumatic tire of the present invention will be described. When manufacturing a pneumatic tire with an embedded transponder 20 as described above, various tire constituent members are stacked on a building drum, and the rubber- or resin-coated transponder 20 is embedded between the layers of the tire constituent members to form a green tire. At this time, the circumferential ends of the tire constituent members overlap each other to form a splice portion. The molded green tire is then vulcanized using a mold having a recess on its inner surface and a bladder having multiple exhaust grooves on its outer surface. As a result, an inner convex portion 31 is formed on the inner surface of the green tire by the splice portion of the bladder and the tire constituent members, and an outer convex portion 32 is formed on the outer surface of the green tire by the mold.

[0031] In this manufacturing process, when embedding the transponder 20, the transponder 20 is embedded so that the IC chip 21 of the transponder 20 overlaps with at least one of the inner convex portion 31 and the outer convex portion 32. At this time, it is desirable that the IC chip 21 is arranged so as to overlap with both the inner convex portion 31 and the outer convex portion 32 in the tire circumferential direction and the tire radial direction.

[0032] In the pneumatic tire described above, the IC chip 21 constituting the transponder 20 is disposed in a location corresponding to the convex portion 30 on the tire inner surface Ti or the tire outer surface To of the sidewall portion 2. This IC chip 21 is the thickest part of the transponder 20 and is therefore susceptible to influence when the tire deforms significantly. By disposing the IC chip 21 in a location corresponding to the convex portion 30 as described above, the IC chip 21 is disposed in a location where the rubber is thicker relative to the tire reference surface R, and this rubber functions as a cushion, making the transponder 20 less susceptible to influence from tire deformation when going over a curb or the like. This improves the external damage resistance and durability of the transponder 20 and makes it possible to prevent damage to the transponder 20.

[0033] In the pneumatic tire described above, the area of ​​the overlapping region A formed by the overlap of the IC chip 21 and the convex portion 30 is preferably in the range of 25% to 100% of the area of ​​the IC chip 21. Regarding this overlapping region A, FIG. 5( a) illustrates an example in which a portion of the IC chip 21 overlaps with the inner convex portion 31, while FIG. 5( b) illustrates an example in which the entire IC chip 21 overlaps with the inner convex portion 31 and the outer convex portion 32. The area of ​​the overlapping region A is the sum of the overlapping areas of the IC chip 21 with the inner convex portion 31 and the outer convex portion 32. That is, it is the area of ​​the shaded portion shown in each of FIGS. 5( a) and 5( b), and can be confirmed using, for example, a CT scan or X-ray. In this case, the transponder 20 is photographed to confirm the position of the IC chip 21, and then a virtual IC chip is placed at that position to determine the overlapping area with the convex portion 30, thereby measuring the area of ​​the overlapping region A. In FIG. 5A, the IC chip 21 is not arranged so as to overlap with the outer convex portion 32, so only the overlapping area with the inner convex portion 31 is the object of measurement.

[0034] In this way, by appropriately setting the area of ​​the overlapping region A relative to the area of ​​the IC chip 21, it is possible to effectively improve the resistance to external damage and durability of the transponder 20. Here, if the area of ​​the overlapping region A is less than 25%, the durability of the transponder 20 tends to decrease.

[0035] The protrusion amount d of the convex portions 30 from the tire reference plane R (see FIG. 2) is preferably in the range of 0.5 mm to 3.0 mm. By appropriately setting the protrusion amount d of the convex portions 30, the transponder 20 can be effectively improved in terms of resistance to external damage while the covering layer 23 protects the transponder 20 and prevents damage. Here, if the protrusion amount d of the convex portions 30 is less than 0.5 mm, the effect of improving the transponder 20 in terms of resistance to external damage is reduced. Conversely, if the protrusion amount d of the convex portions 30 exceeds 3.0 mm, rubber flow in the covering layer 23 becomes significant during vulcanization, which is likely to deteriorate the communication performance of the transponder 20.

[0036] In the pneumatic tire described above, the total thickness Gac of the covering layer 23 is preferably in the range of 1% to 30% of the total tire thickness Ga 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 tire thickness Ga in this way, it is possible to effectively suppress rubber flow in the covering layer 23 during tire vulcanization. This allows the rubber of the covering layer 23 to cover the entire transponder 20 during tire vulcanization, preventing the IC chip 21 from being exposed and the communication performance of the transponder 20 from being deteriorated. If the total thickness Gac of the covering layer 23 is excessively thick, the rubber of the covering layer 23 may easily flow, potentially preventing the rubber of the covering layer 23 from covering the entire transponder 20. The total tire thickness Ga (see FIG. 2 ) is the thickness measured along the normal direction of the carcass layer 4 (carcass line) at the location where the transponder 20 is embedded.

[0037] The total thickness Gac of the coating layer 23 and the maximum thickness Gar of the transponder 20 preferably satisfy the relationship 1.1≦Gac / Gar≦3.0. The total thickness Gac of the coating layer 23 is the total thickness of the coating layer 23 at a position including the transponder 20. For example, as shown in FIG. 6 , it is the total thickness on a straight line that passes through the center C of the transponder 20 (IC chip 21) in a tire meridian cross section and is perpendicular to the carcass cord of the nearest carcass layer 4. The total thickness Gac of the coating layer 23 is preferably in the range of 1.0 mm to 3.0 mm. By having the total thickness Gac of the coating layer 23 and the maximum thickness Gar of the transponder 20 satisfy the above relationship, the total thickness Gac of the coating layer 23 can be sufficiently ensured, thereby effectively improving the external damage resistance and durability of the transponder 20.

[0038] Here, if the above ratio is too small (the total thickness Gac of the coating layer 23 is too thin), the transponder 20 comes into contact with the adjacent rubber member, the resonance frequency shifts, and the communication performance of the transponder 20 deteriorates. Conversely, if the above ratio is too large (the total thickness Gac of the coating layer 23 is too thick), the uniformity and balance of the tire tend to deteriorate.

[0039] The modulus M50 (20°C) of the protrusions 30 at 50% deformation at 20°C is preferably higher than the modulus M50 (20°C) of the coating layer 23 at 50% deformation at 20°C. By making the modulus M50 of the protrusions 30 relatively high, external forces are attenuated around the transponder 20, and the damage resistance and durability of the transponder 20 can be effectively improved, while the coating layer 23 protects the transponder 20 and prevents damage.

[0040] In particular, the modulus M50 (20°C) of the covering layer 23 at 50% deformation at 20°C is preferably in the range of 0.4 MPa to 1.5 MPa. This can prevent interfacial peeling between the covering layer 23 and the adjacent rubber member while enhancing the protective effect of the covering layer 23 on the transponder 20. When the transponder 20 is disposed on the outer side of the main body portion 4A of the carcass layer 4 in the tire width direction, examples of rubber members disposed adjacent to the covering layer 23 include the coating rubber of the carcass layer 4, the bead filler 6, the sidewall rubber layer 12, and the rim cushion rubber layer 13.

[0041] On the other hand, if the modulus M50 (20°C) of the coating layer 23 is less than 0.4 MPa, the protective effect of the coating layer 23 on the transponder 20 is reduced, making the transponder 20 more susceptible to damage. Conversely, if the modulus M50 (20°C) of the coating layer 23 exceeds 1.5 MPa, stress concentration occurs near the end of the coating layer 23 during tire deformation, making it more likely that interfacial peeling will occur between the coating layer 23 and the rubber member adjacent to the coating layer 23.

[0042] The modulus M50 at 50% deformation is the tensile stress at 50% elongation measured using a No. 3 dumbbell-shaped test piece at a specified temperature and at a tension speed of 500 mm / min in accordance with JIS K 6251. However, if a No. 3 dumbbell-shaped test piece cannot be taken from a tire, a test piece having a different shape may be used.

[0043] Fig. 7 shows a modified example of a pneumatic tire according to an embodiment of the present invention. In Fig. 7, the same parts as those in Fig. 1 are given the same reference numerals, and detailed description of those parts will be omitted.

[0044] 7, the transponder 20 is disposed between the carcass layer 4 and the inner liner layer 9. By disposing the transponder 20 on the tire inner surface Ti side in this manner, it is possible to obtain a significant effect of preventing damage to the transponder 20 caused by damage to the sidewall portion 2. Furthermore, 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 covering layer 23 include the coating rubber of the inner liner layer 9 or the carcass layer 4, and an adhesive tie rubber.

[0045] In a tire having a tire size of 245 / 35R21 and including a tread portion, sidewall portions, and bead portions, convex portions were formed on at least one of the inner surface and outer surface of the tire in the sidewall portion, and a transponder was embedded in the sidewall portion and covered with a coating layer made of rubber. Tires of the conventional example and examples 1 to 12 were manufactured with the arrangement of the IC chip corresponding to the inner convex portion, the arrangement of the IC chip corresponding to the outer convex portion, the ratio of the overlapping area, the protrusion amount of the convex portion, the ratio Gac / Ga×100, the ratio Gac / Gar, the magnitude relationship of M50, and the M50 of the coating rubber set as shown in Table 1.

[0046] In Table 1, "overlapping area ratio" means the ratio of the area of ​​the overlapping region formed by the overlap of the IC chip and the convex portion to the area of ​​the IC chip. Regarding "M50 magnitude relationship," when "equivalent" is written, it means that the modulus at 50% deformation of both the convex portion and the covering layer is the same, and when "convex portion" is written, it means that the modulus at 50% deformation of the convex portion is higher than the modulus at 50% deformation of the covering layer.

[0047] The test tires were evaluated for their resistance to external damage and communication performance by the following test methods. The results are shown in Table 1.

[0048] Damage resistance (presence or absence of damage): Each test tire was mounted on a standard rim wheel and mounted on a test vehicle. A running test was conducted in which the vehicle ran over a 100 mm high curb at an air pressure of 230 kPa and a running speed of 20 km / h. After the run, communication with the transponder was performed using a reader / writer. The evaluation results were shown as "None" if communication with the transponder was possible, indicating that the transponder was not damaged, and "Present" if communication with the transponder was not possible, indicating that the transponder was damaged.

[0049] Communication performance (longest distance [cm]): Each test tire was mounted on a standard rim wheel, and a running test was conducted using a drum testing machine under the following conditions: air pressure 120 kPa, 102% of the maximum load, running speed 81 km, and running distance 6,000 km. Then, communication with the transponder was performed using a reader / writer. Specifically, the longest communication distance [cm] was measured using a reader / writer with an output of 250 mW and a carrier frequency of 860 MHz to 960 MHz.

[0050]

[0051] As can be seen from Table 1, the tires of Examples 1 to 12 were able to improve the external damage resistance and communication performance of the transponder compared to the conventional tire. In other words, in Examples 1 to 12, damage to the transponder was able to be prevented.

[0052] REFERENCE SIGNS LIST 1 tread portion 2 sidewall portion 3 bead portion 4 carcass layer 5 bead core 6 bead filler 7 belt layer 9 inner liner layer 20 transponder 21 IC chip 30 convex portion 31 inner convex portion 32 outer convex portion CL tire center line Ti tire inner surface To tire outer surface

Claims

1. A tire comprising a tread portion extending in the tire circumferential direction and forming an annular shape, a pair of sidewall portions disposed on both sides of the tread portion, and a pair of bead portions disposed on the tire radial direction inner side of these sidewall portions. In the tire having a convex portion protruding from the tire reference plane on at least one of the tire inner surface and the tire outer surface of the sidewall portion, a transponder is embedded in the sidewall portion, and an IC chip constituting the transponder is disposed at a location corresponding to the convex portion.

2. The tire according to claim 1, wherein the area of the overlapping region formed by overlapping the IC chip and the convex portion is in the range of 25% to 100% with respect to the area of the IC chip.

3. The tire according to claim 1 or 2, wherein the transponder is covered by a coating layer made of rubber or resin, and the protruding amount of the convex portion from the tire reference plane is in the range of 0.5 mm to 3.0 mm.

4. The tire according to any one of claims 1 to 3, wherein the transponder is covered by a coating layer made of rubber, and the total thickness Gac of the coating layer is in the range of 1% to 30% of the total tire thickness Ga at the location where the transponder is embedded.

5. The tire according to any one of claims 1 to 4, wherein the transponder is covered by a coating layer made of rubber, and 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.

6. The tire according to any one of claims 1 to 5, wherein the transponder is covered by a coating layer made of rubber, and the modulus at 50% deformation at 20°C of the convex portion is higher than the modulus at 50% deformation at 20°C of the coating layer.

7. The tire according to claim 6, wherein the modulus at 50% deformation at 20°C of the coating layer is in the range of 0.4 MPa to 1.5 MPa.

8. The tire according to any one of claims 1 to 7, wherein the convex portion includes an inner convex portion formed on the tire inner surface and an outer convex portion formed on the tire outer surface, and the IC chip is disposed so as to overlap both the inner convex portion and the outer convex portion in the tire circumferential direction and the tire radial direction.

9. A sidewall rubber layer is disposed on the sidewall portion, a rim cushion rubber layer is disposed on the bead portion, a carcass layer is mounted between the pair of bead portions, a plurality of belt layers are disposed on the outer peripheral side of the carcass layer in the tread portion, and an inner liner layer is disposed on the inner surface of the tire along the carcass layer, and the transponder is disposed between the inner liner layer and the carcass layer, between the carcass layer and the sidewall rubber layer, or between the carcass layer and the rim cushion rubber layer. The tire according to any one of claims 1 to 8, characterized in that.

10. A method for manufacturing a tire, comprising molding a green tire in which a transponder is embedded between tire constituent members, vulcanizing the green tire using a mold having a concave portion on the inner surface and a bladder having a plurality of exhaust grooves on the outer surface, and forming convex portions on the inner surface and the outer surface of the green tire. When embedding the transponder, the transponder is embedded in the green tire such that an IC chip constituting the transponder is disposed at a location corresponding to the convex portion. A method for manufacturing a tire, characterized in that.

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