JP2021127091A - Pneumatic tire - Google Patents

Abstract

To provide a pneumatic tire which allows for improvement of a communication property and durability of a transponder while suppressing deterioration of rolling resistance of the tire.SOLUTION: A transponder 20 is buried outside a carcass layer 4 in a tire width direction. A tanδin(-20°C) at -20°C of a rubber element having a maximum storage elastic modulus at 20°C of rubber elements located inside the transponder 20 in the tire width direction is in a range of 0.1-0.7.SELECTED DRAWING: Figure 1

Description

The present invention relates to a pneumatic tire in which a transponder is embedded, and more particularly to a pneumatic tire capable of improving the communication property and durability of the transponder while suppressing deterioration of rolling resistance of the tire.

In a pneumatic tire, it has been proposed to embed an RFID tag (transponder) in the tire (see, for example, Patent Document 1). When the transponder is embedded in the tire, when running in a low temperature environment, if the heat generation of the rubber member around the transponder is low, the temperature of the rubber member does not rise, and the transponder may be damaged due to tire deformation. .. On the other hand, if the heat generation of the rubber member around the transponder is too high, there is a problem that the rolling resistance of the tire deteriorates. Further, when the transponder is arranged inside the carcass layer in the tire width direction, radio waves are blocked by tire components (for example, metal members such as carcass made of steel and reinforcement) during communication of the transponder, and the communication property of the transponder deteriorates. Sometimes.

Japanese Unexamined Patent Publication No. 7-137510

An object of the present invention is to provide a pneumatic tire capable of improving the communication property and durability of a transponder while suppressing deterioration of rolling resistance of the tire.

The pneumatic tire of the present invention for achieving the above object has a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and these sidewall portions. In a pneumatic tire having a pair of bead portions arranged inside in the tire radial direction and a carcass layer mounted between the pair of bead portions, a transponder is embedded outside the carcass layer in the tire width direction. Among the rubber members located inside the tire width direction from the transponder, the rubber member having the largest storage elasticity at 20 ° C. has a tan δin (-20 ° C.) of −20 ° C. in the range of 0.1 to 0.7. It is a feature.

In the present invention, since the transponder is embedded outside the carcass layer in the tire width direction, there is no tire component that blocks radio waves during communication of the transponder, and the communicability of the transponder can be ensured. Further, among the rubber members located inside the transponder in the tire width direction, the tan δin (-20 ° C.) of −20 ° C. in the rubber member having the largest storage elastic modulus at 20 ° C. is in the range of 0.1 to 0.7. Generally, in a low temperature environment, the higher the tan δ of the rubber member, the higher the heat generation. However, in the present invention, by setting the value of tan δ in the rubber member located inside the tire width direction of the transponder in the above range, the heat generation is increased in the low temperature environment. It is possible to appropriately maintain the heat generation property of the rubber member during running on the tire. Therefore, the rubber member is not brittle, and damage to the transponder due to tire deformation can be prevented. This makes it possible to improve the durability of the transponder while suppressing the deterioration of the rolling resistance of the tire in a low temperature environment.

In the pneumatic tire of the present invention, among the rubber members located inside the transponder in the tire width direction, the rubber member having the largest storage elastic modulus at 20 ° C. has a tan δin (-20 ° C.) of -20 ° C. and a tan δin (0 ° C.) of 0 ° C. ° C) preferably satisfies the relationship of 0.5 ≦ tan δin (0 ° C) / tan δin (-20 ° C) ≦ 0.95. As a result, the durability of the transponder can be effectively improved while effectively suppressing the deterioration of the rolling resistance of the tire.

The transponder is coated with a coating layer, and the -20 ° C tan δc (-20 ° C) and tan δin (-20 ° C) of the coating layer are 0.3 ≤ tan δc (-20 ° C) / tan δin (-20 ° C) ≤ 0. It is preferable to satisfy the relationship of 9. As a result, the coating layer and the tan δ of the rubber member adjacent to the coating layer are brought close to each other, and the heat retention property of the coating layer against the transponder can be improved, so that the durability of the transponder can be effectively improved.

The transponder is coated with a coating layer, and the storage elastic modulus E'c (-20 ° C.) of the coating layer at −20 ° C. is preferably in the range of 3 MPa to 17 MPa. As a result, the protective effect of the coating layer on the transponder is improved, and the durability of the transponder can be effectively improved.

The transponder is coated with a coating layer, and the relative permittivity of the coating layer is preferably 7 or less. As a result, the transponder is protected by the coating layer, the durability of the transponder can be improved, the radio wave transmission of the transponder can be ensured, and the communication property of the transponder can be effectively improved.

The transponder is preferably coated with a coating layer, which is preferably composed of a rubber or elastomer and a white filler of 20 phr or more. As a result, the relative permittivity of the coating layer can be made relatively small, and the communication property of the transponder can be effectively improved.

The white filler preferably contains 20 phr to 55 phr of calcium carbonate. As a result, the relative permittivity of the coating layer can be made relatively small, and the communication property of the transponder can be effectively improved.

It is preferable that the center of the transponder is arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. Thereby, the durability of the tire can be effectively improved.

It is preferable that the transponder is arranged between the position 15 mm outward in the tire radial direction from the upper end of the bead core of the bead portion and the tire maximum width position. As a result, the transponder is arranged in a region where the stress amplitude during traveling is small, so that the durability of the transponder can be effectively improved.

The distance between the cross-sectional center of the transponder and the outer surface of the tire is preferably 2 mm or more. As a result, the durability of the tire can be effectively improved, and the traumatic resistance of the tire can be improved.

The transponder is coated with a coating layer, and the thickness of the coating layer is preferably 0.5 mm to 3.0 mm. As a result, the communication property of the transponder can be effectively improved without causing unevenness on the outer surface of the tire.

The transponder has an IC board for storing data and an antenna for transmitting and receiving data, and the antenna is preferably spiral. As a result, it is possible to follow the deformation of the tire during running, and it is possible to improve the durability of the transponder.

In the present invention, the storage elastic modulus E'and the loss tangent tan δ are determined in accordance with JIS-K6394, using a viscoelastic spectrometer, at each specified temperature, frequency 10 Hz, and initial strain 10 in the tensile deformation mode. It is measured under the conditions of% and dynamic strain ± 2%.

It is a meridian semi-cross-sectional view which shows the pneumatic tire which comprises the embodiment of this invention. FIG. 5 is a cross-sectional view taken along the meridian line schematically showing the pneumatic tire of FIG. FIG. 5 is a cross-sectional view taken along the equator line schematically showing the pneumatic tire of FIG. FIG. 5 is an enlarged cross-sectional view showing a transponder embedded in the pneumatic tire of FIG. 1. (A) and (b) are perspective views which show the transponder which can be embedded in the pneumatic tire which concerns on this invention. It is explanatory drawing which shows the tire radial position of a transponder in a test tire.

Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. FIGS. 1 to 4 show a pneumatic tire according to an embodiment of the present invention.

As shown in FIG. 1, the pneumatic tire of the present embodiment includes a tread portion 1 extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions 2 arranged on both sides of the tread portion 1, and these. It includes a pair of bead portions 3 arranged inside the sidewall portion 2 in the tire radial direction.

At least one layer (one layer in FIG. 1) of the carcass layer 4 formed by arranging a plurality of carcass cords in the radial direction is mounted between the pair of bead portions 3. The carcass layer 4 is covered with rubber. As the carcass cord constituting the carcass layer 4, an organic fiber cord such as nylon or polyester is preferably used. An annular bead core 5 is embedded in each bead portion 3, and a bead filler 6 made of a rubber composition having a triangular cross section is arranged on the outer periphery of the bead core 5.

On the other hand, a plurality of layers (two layers in FIG. 1) of belt layers 7 are embedded on the outer peripheral side of the tire of the carcass layer 4 in the tread portion 1. The belt layer 7 includes a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers. In the belt layer 7, the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in the range of, for example, 10 ° to 40 °. As the reinforcing cord of the belt layer 7, a steel cord is preferably used.

On the outer peripheral side of the tire of the belt layer 7, at least one layer (two layers in FIG. 1) in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire peripheral direction for the purpose of improving high-speed durability. The belt cover layer 8 is arranged. In FIG. 1, the belt cover layer 8 located inside the tire radial direction constitutes a full cover covering the entire width of the belt layer 7, and the belt cover layer 8 located outside the tire radial direction covers only the end portion of the belt layer 7. It constitutes an edge cover layer. As the reinforcing cord of the belt cover layer 8, an organic fiber cord such as nylon or aramid is preferably used.

In the pneumatic tire, both terminals 4e of the carcass layer 4 are arranged so as to be folded back from the inside to the outside of each bead core 5 and to wrap the bead core 5 and the bead filler 6. The carcass layer 4 is wound around the bead core 5 in each bead portion 3 and the main body portion 4A which is a portion extending from the tread portion 1 through each sidewall portion 2 to each bead portion 3, and is wound up on each sidewall portion 2 side. It includes a winding portion 4B which is a portion extending toward the direction.

Further, an inner liner layer 9 is arranged along the carcass layer 4 on the inner surface of the tire. A cap tread rubber layer 11 is arranged on the tread portion 1, a sidewall rubber layer 12 is arranged on the sidewall portion 2, and a rim cushion rubber layer 13 is arranged on the bead portion 3.

Further, in the pneumatic tire, the transponder 20 is embedded in a portion outside the carcass layer 4 in the tire width direction. The transponder 20 extends along the tire circumferential direction. The transponder 20 may be arranged so as to be inclined in the range of −10 ° to 10 ° with respect to the tire circumferential direction.

As the transponder 20, for example, an RFID (Radio Frequency Identification) tag can be used. As shown in FIGS. 5A and 5B, the transponder 20 has an IC substrate 21 for storing data and an antenna 22 for transmitting and receiving data in a non-contact manner. By using such a transponder 20, it is possible to write or read information about the tire in a timely manner and manage the tire efficiently. RFID is an automatic recognition technology that is composed of a reader / writer having an antenna and a controller, an IC board, and an ID tag having an antenna, and can communicate data wirelessly.

The overall shape of the transponder 20 is not particularly limited, and for example, a columnar or plate-shaped transponder can be used as shown in FIGS. 5A and 5B. In particular, when the columnar transponder 20 shown in FIG. 5A is used, it is preferable because it can follow the deformation of the tire in each direction. In this case, the transponder 20's antenna 22 protrudes from each of both ends of the IC substrate 21 and has a spiral shape. As a result, it is possible to follow the deformation of the tire during traveling, and it is possible to improve the durability of the transponder 20. Further, the communicability can be ensured by appropriately changing the length of the antenna 22.

Further, in the pneumatic tire, among the rubber members (coat rubber of the carcass layer 4, the bead filler 6 and the inner liner layer 9 in FIG. 1) located inside the transponder 20 in the tire width direction, the storage elastic modulus E'at 20 ° C. The rubber member having the largest in (20 ° C.) (hereinafter, may be referred to as an inner member) corresponds to the bead filler 6. The tan δin (-20 ° C) at −20 ° C. in the inner member is in the range of 0.1 to 0.7. Preferably, tan δin (-20 ° C.) is in the range of 0.2 to 0.4. Further, in the flex zone outside the tire radial direction from the apex of the bead filler 6, the tan δin (-20 ° C.) of −20 ° C. in the inner member can be set in the range of 0.1 to 0.6. Further, in the region inside the tire radial direction from the apex of the bead filler 6, the storage elastic modulus E'in (20 ° C.) of 20 ° C. in the inner member can be set in the range of 8 MPa to 110 MPa. On the other hand, in the flex zone outside the tire radial direction from the apex of the bead filler 6, the storage elastic modulus E'in (20 ° C.) of 20 ° C. in the inner member can be set to 5 MPa to 7 MPa. The rubber member (inner member) having the highest storage elastic modulus at 20 ° C. does not include the coating layer 23 that covers the transponder 20 described later.

In the embodiment of FIG. 1, the transponder 20 is arranged between the winding portion 4B of the carcass layer 4 and the rim cushion rubber layer 13, but the present invention is not limited to this. In addition, the transponder 20 can be arranged between the main body 4A of the carcass layer 4 and the sidewall rubber layer 12. The inner member changes depending on the location of the transponder 20, but in any case, the tan δin (-20 ° C) of −20 ° C. in the inner member is set in the above range.

In the above-mentioned pneumatic tire, since the transponder 20 is embedded outside the carcass layer 4 in the tire width direction, there is no tire component that blocks radio waves during communication of the transponder 20, and the communication property of the transponder 20 can be ensured. can. Further, among the rubber members located inside the transponder 20 in the tire width direction, the rubber member having the largest storage elastic modulus E'in (20 ° C.) at 20 ° C. has a tan δin (-20 ° C.) of −2 ° C. Since it is in the range of 0.7, the heat generation property of the rubber member can be appropriately maintained when traveling in a low temperature environment. Therefore, the rubber member is not brittle, and damage to the transponder 20 due to tire deformation can be prevented. As a result, the durability of the transponder 20 can be improved while suppressing the deterioration of the rolling resistance of the tire in a low temperature environment.

Here, when the value of tan δin (-20 ° C) is smaller than the lower limit value, the durability of the transponder tends to deteriorate due to tire deformation during running, and when the value of tan δin (-20 ° C) is larger than the upper limit value, Tire rolling resistance tends to worsen.

Among the rubber members (the sidewall rubber layer 12 and the rim cushion rubber layer 13 in FIG. 1) located outside the transponder 20 in the tire width direction, the rubber having the largest storage elastic modulus E'out (20 ° C.) at 20 ° C. The member (outer member) corresponds to the rim cushion rubber layer 13. The outer member tan δout (-20 ° C) and the inner member tan δin (-20 ° C) enhance the protection of the transponder 20 against tire deformation during running, so that 0.2 ≦ tan δin (-20 ° C) / tan δout ( It is preferable to satisfy the relationship of −20 ° C.) ≦ 3.0. In particular, when the JIS hardness (20 ° C.) of the inner member is relatively high, it is preferable to satisfy the relationship of 0.2 ≦ tan δin (-20 ℃) / tan δout (-20 ℃) ≦ 1.5, which is 0.6. It is even better if the relationship of ≤ tan δin (-20 ° C) / tan δ out (-20 ° C) ≤ 1.3 is satisfied. In this case, stress concentration is unlikely to occur, and it is also effective in improving the durability of the tire. When the JIS hardness (20 ° C.) of the inner member is relatively low, the relationship of 0.8 ≤ tan δin (-20 ° C) / tan δout (-20 ° C) ≤ 3.0 may be satisfied, 1.3. It is even better if the relationship of ≤ tan δin (-20 ° C) / tan δ out (-20 ° C) ≤ 2.6 is satisfied. In this case, the cushioning effect on the transponder 20 in a low temperature environment is enhanced, which is effective in preventing damage to the transponder 20. The rubber member (outer member) having the highest storage elastic modulus at 20 ° C. does not include the coating layer 23 that covers the transponder 20 described later.

In the above pneumatic tire, -20 ° C. tan δin (-20 ° C.) and 0 ° C. tan δin (0 ° C.) in the inner member are 0.5 ≤ tan δin (0 ° C.) / tan δin (-20 ° C.) ≤ 0.95. It is preferable to satisfy the relationship. By satisfying the above relational expression with the tan δ of each temperature in the inner member in this way, it is possible to effectively improve the durability of the transponder 20 while effectively suppressing the deterioration of the rolling resistance of the tire. Here, when the value of tan δin (0 ° C.) / tan δin (-20 ° C.) is smaller than the lower limit value, the heat generation of the inner member is lowered, the heat retention effect on the transponder 20 is lowered, and the durability of the transponder 20 tends to be deteriorated. There is. On the contrary, when the value of tan δin (0 ° C.) / tan δin (-20 ° C.) is larger than the upper limit value, the temperature dependence of tan δ of the inner member is almost eliminated, and the rolling resistance of the tire is slightly deteriorated.

Further, the transponder 20 is located between a position P1 15 mm outward in the tire radial direction from the upper end 5e (outer end in the tire radial direction) of the bead core 5 and a position P2 having the maximum tire width as an arrangement area in the tire radial direction. It is good if it is placed in. That is, it is preferable that the transponder 20 is arranged in the region S1 shown in FIG. When the transponder 20 is arranged in the region S1, since the transponder 20 is located in the region where the stress amplitude during running is small, the durability of the transponder 20 can be effectively improved, and the durability of the tire is further lowered. I won't let you. Here, if the transponder 20 is arranged inside the position P1 in the tire radial direction, the transponder 20 tends to have poor communication performance because it is close to a metal member such as the bead core 5. On the other hand, when the transponder 20 is arranged outside the position P2 in the tire radial direction, the transponder 20 is located in a region where the stress amplitude during running is large, and the transponder 20 itself is damaged or the interface is peeled off around the transponder 20. Is not preferable because it tends to occur.

As shown in FIG. 3, there are a plurality of splice portions on the tire circumference in which the ends of the tire constituent members are overlapped with each other. FIG. 3 shows the position Q of each splice portion in the tire circumferential direction. The center of the transponder 20 is preferably arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. That is, it is preferable that the transponder 20 is arranged in the region S2 shown in FIG. Specifically, it is preferable that the IC substrate 21 constituting the transponder 20 is separated from the position Q by 10 mm or more in the tire circumferential direction. Further, it is more preferable that the entire transponder 20 including the antenna 22 is separated from the position Q in the tire circumferential direction by 10 mm or more, and the entire transponder 20 in the state of being covered with the covering rubber is in the tire circumferential direction from the position Q. Most preferably, they are separated by 10 mm or more. Further, as the tire constituent member arranged apart from the transponder 20, it is preferable that the sidewall rubber layer 12 or the rim cushion rubber layer 13 or the carcass layer 4 are arranged adjacent to the transponder 20. By arranging the transponder 20 away from the splice portion of the tire constituent member in this way, the durability of the tire can be effectively improved.

In the embodiment of FIG. 3, an example is shown in which the positions Q of the splice portions of the tire constituent members in the tire circumferential direction are arranged at equal intervals, but the present invention is not limited to this. The position Q in the tire circumferential direction can be set to an arbitrary position, and in any case, the transponder 20 is arranged so as to be separated from the splice portion of each tire component by 10 mm or more in the tire circumferential direction.

As shown in FIG. 4, the distance d between the cross-sectional center of the transponder 20 and the outer surface of the tire is preferably 2 mm or more. By separating the transponder 20 from the outer surface of the tire in this way, the durability of the tire can be effectively improved, and the traumatic resistance of the tire can be improved.

Further, the transponder 20 is preferably covered with a coating layer 23. The coating layer 23 covers the entire transponder 20 so as to sandwich both the front and back surfaces of the transponder 20. The coating layer 23 may be made of rubber having the same physical characteristics as the rubber constituting the sidewall rubber layer 12 or the rim cushion rubber layer 13, or may be made of rubber having different physical characteristics. Since the transponder 20 is protected by the coating layer 23, the durability of the transponder 20 can be improved.

Hereinafter, the coating layer 23 that covers the transponder 20 will be described in detail. Regarding the physical properties of the coating layer 23, the tan δc (-20 ° C) of the coating layer 23 at -20 ° C and the tan δin (-20 ° C) of the inner member are 0.3 ≦ tan δc (-20 ° C) / tan δin (-20 ° C). It is preferable to satisfy the relationship of ° C.) ≤ 0.9. By setting the physical properties of the coating layer 23 with respect to the inner member in this way, the tan δ of the coating layer 23 and the rubber member (for example, the rim cushion rubber layer 13) adjacent to the coating layer 23 becomes close to each other, and the coating layer 23 causes the coating layer 23. Since the heat retention property for the transponder 20 can be improved, the durability of the transponder 20 can be effectively improved.

Further, the storage elastic modulus E'c (-20 ° C.) of the coating layer 23 at −20 ° C. is preferably in the range of 3 MPa to 17 MPa. By setting the physical properties of the coating layer 23 in this way, the protective effect of the coating layer 23 against the transponder 20 can be improved, and the durability of the transponder 20 can be effectively improved. Here, if it is smaller than the lower limit value of the above range, the rigidity of the coating layer 23 tends to decrease and the protective effect against the transponder 20 tends to decrease, and if it is larger than the upper limit value of the above range, the rigidity of the coating layer 23 increases. The transponder 20 may be damaged because it becomes brittle and the coating layer 23 is easily broken.

As the composition of the coating layer 23, it is preferable that the coating layer 23 is composed of a rubber or an elastomer and a white filler of 20 phr or more. By configuring the coating layer 23 in this way, the relative permittivity of the coating layer 23 can be made relatively low as compared with the case where carbon is contained, and the communication property of the transponder 20 can be effectively improved. .. In addition, in this specification, "phr" means a part by weight per 100 parts by weight of a rubber component (elastomer).

The white filler constituting the coating layer 23 preferably contains 20 phr to 55 phr of calcium carbonate. As a result, the relative permittivity of the coating layer 23 can be made relatively low, and the communicability of the transponder 20 can be effectively improved. However, if the white filler contains excessive calcium carbonate, it becomes brittle and the strength of the coating layer 23 decreases, which is not preferable. Further, the coating layer 23 can optionally contain silica (white filler) of 20 phr or less and carbon black of 5 phr or less in addition to calcium carbonate. When a small amount of silica or carbon black is used in combination, the relative dielectric constant of the coating layer 23 can be lowered while ensuring the strength.

The relative permittivity of the coating layer 23 is preferably 7 or less, and more preferably 2 to 5. By appropriately setting the relative permittivity of the coating layer 23 in this way, it is possible to secure radio wave transmission when the transponder 20 radiates radio waves and effectively improve the communication property of the transponder 20. The relative permittivity of the rubber constituting the coating layer 23 is a relative permittivity of 860 MHz to 960 MHz at room temperature. Here, the normal temperature conforms to the standard state of the JIS standard, and is 23 ± 2 ° C. and 60% ± 5% RH. The rubber is treated at 23 ° C. and 60% RH for 24 hours, and then the relative permittivity is measured by the capacitance method. The above-mentioned range of 860 MHz to 960 MHz corresponds to the current assigned frequency of RFID in the UHF band, but when the above-mentioned allotted frequency is changed, the relative permittivity of the allotted frequency range may be defined as described above.

The thickness t of the coating layer 23 is preferably 0.5 mm to 3.0 mm, more preferably 1.0 mm to 2.5 mm. Here, the thickness t of the coating layer 23 is the rubber thickness at the position including the transponder 20, and is, for example, on a straight line passing through the center of the transponder 20 and orthogonal to the outer surface of the tire as shown in FIG. It is the total rubber thickness of the thickness t1 and the thickness t2. By appropriately setting the thickness t of the coating layer 23 in this way, the communication performance of the transponder 20 can be effectively improved without causing unevenness on the outer surface of the tire. Here, if the thickness t of the coating layer 23 is thinner than 0.5 mm, the effect of improving the communication property of the transponder 20 cannot be obtained, and conversely, if the thickness t of the coating layer 23 exceeds 3.0 mm, The outer surface of the tire is uneven, which is not preferable in appearance. The cross-sectional shape of the covering layer 23 is not particularly limited, but for example, a triangular shape, a rectangular shape, a trapezoidal shape, or a spindle shape can be adopted. The coating layer 23 of FIG. 4 has a substantially spindle-shaped cross-sectional shape.

In the above-described embodiment, the terminal 4e of the winding portion 4B of the carcass layer 4 is arranged near the upper end 6e of the bead filler 6, but the present invention is not limited to this, and the winding portion 4B of the carcass layer 4 is not limited to this. The terminal 4e can be arranged at any height. For example, the terminal 4e of the winding portion 4B of the carcass layer 4 may be arranged on the side of the bead core 5. In such a low tanup structure, the transponder 20 can be arranged between the bead filler 6 and the sidewall rubber layer 12 or the rim cushion rubber layer 13. At that time, the rubber member adjacent to the outer side of the coating layer 23 in the tire width direction is the sidewall rubber layer 12 or the rim cushion rubber layer 13.

With a tire size of 265 / 40ZR20, a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and these sidewall portions are arranged inside the tire radial direction. In a pneumatic tire having a pair of bead portions and a carcass layer mounted between the pair of bead portions, a transponder is embedded, and the position of the transponder in the tire width direction, the position of the transponder in the tire radial direction, and the inner member. Tanδin (-20 ° C), tanδin (0 ° C) / tanδin (-20 ° C), presence / absence of coating layer, relative permittivity of coating layer, thickness of coating layer, tanδc (-20 ° C) of coating layer, coating layer Tires of Comparative Examples 1 to 3 and Examples 1 to 16 in which the storage elasticity E'c (-20 ° C.) and tan δc (-20 ° C.) / tan δin (-20 ° C.) were set as shown in Tables 1 and 2. Made.

In Comparative Examples 1 to 3 and Examples 1 to 16, a columnar transponder was used, the distance in the tire circumferential direction from the center of the transponder to the splice portion of the tire component was set to 10 mm, and the distance from the center of the cross section of the transponder to the outside of the tire was set. The distance to the surface was set to 2 mm or more.

In Tables 1 and 2, when the position of the transponder in the tire width direction is "inside", it means that the transponder is arranged inside the carcass layer in the tire width direction, and the position of the transponder in the tire width direction is "outside". In the case of ", it means that the transponder is arranged outside the carcass layer in the tire width direction. Further, in Tables 1 and 2, the positions of the transponders in the tire radial direction correspond to the respective positions A to E shown in FIG.

In Comparative Examples 2 and 3 and Examples 1 to 16, the inner member is a bead filler. That is, in Tables 1 and 2, "tan δin (0 ° C.) / tan δin (-20 ° C.)" is the ratio of tan δ in the bead filler which is an inner member. Further, "tan δc (-20 ° C.) / tan δin (-20 ° C.)" is the ratio of tan δ of the coating layer to tan δ in the bead filler which is an inner member. For Comparative Example 1, for convenience, the physical characteristics of the bead filler are displayed as the physical characteristics of the inner member.

For these test tires, tire evaluation (durability and rolling resistance) and transponder evaluation (communication and durability) were carried out by the following test methods, and the results are shown in Tables 1 and 2.

Durability (tires and transponders):
Each test tire was assembled to a standard rim wheel, and a running test was conducted with a drum tester under the conditions of temperature -20 ° C, air pressure 120 kPa, 102% of maximum load, and running speed 81 km, and a tire failure occurred. The mileage at that time was measured. The evaluation results are shown by an index with Comparative Example 2 as 100. The larger the index value, the better the durability of the tire. Furthermore, for each test tire after running, it was confirmed whether the transponder could communicate and whether it was damaged, and the case where communication was possible and there was no damage was indicated by "◎ (excellent)", and communication was possible but there was damage. Cases are indicated by "○ (good)", and cases where communication is not possible are indicated by three stages of "× (impossible)".

Rolling resistance (tire):
Each test tire was assembled to a standard rim wheel, and a running test was carried out with a drum tester under the conditions of a speed of 80 km / h and a temperature of −20 ° C. in accordance with ISO28580, and rolling resistance was measured. The evaluation result is shown by an index with Comparative Example 2 as 100 using the reciprocal of the measured value. The larger the index value, the lower the rolling resistance and the better.

Communication (transponder):
For each test tire, communication work with the transponder was carried out using a reader / writer. Specifically, the maximum distance that can be communicated with a reader / writer with an output of 250 mW and a carrier frequency of 860 MHz to 960 MHz was measured. The evaluation results are shown by an index with Comparative Example 2 as 100. The larger the index value, the better the communication.

As can be seen from Tables 1 and 2, the pneumatic tires of Examples 1 to 16 have improved tire rolling resistance and transponder communication and durability in a well-balanced manner as compared with Comparative Example 2.

On the other hand, in Comparative Example 1, since the transponder was arranged inside the carcass layer in the tire width direction, the communication property of the transponder deteriorated. In Comparative Example 3, since the tan δ of the inner member was set higher than the range specified in the present invention, the rolling resistance of the tire deteriorated.

1 Tread part 2 Side wall part 3 Bead part 4 Carcass layer 5 Bead core 6 Bead filler 7 Belt layer 12 Side wall rubber layer 13 Rim cushion rubber layer 20 Transponder CL Tire center line

Claims (12)

A tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and a pair of bead portions arranged inside the tire radial direction of these sidewall portions. In a pneumatic tire in which a carcass layer is mounted between the pair of bead portions.
A transponder is embedded outside the carcass layer in the tire width direction, and -20 ° C. tan δin (-20 ° C.) in the rubber member having the highest storage elastic modulus at 20 ° C. among the rubber members located inside the tire width direction from the transponder. Pneumatic tires characterized by a range of 0.1 to 0.7. Among the rubber members located inside the transponder in the tire width direction, the rubber member having the highest storage elastic modulus at 20 ° C. has a tan δin (-20 ° C.) of -20 ° C. and a tan δin (0 ° C.) of 0 ° C. of 0.5 ≦ The pneumatic tire according to claim 1, wherein the relationship of tan δin (0 ° C.) / tan δin (-20 ° C.) ≤ 0.95 is satisfied. The transponder is coated with a coating layer, and the -20 ° C tan δc (-20 ° C) and the tan δin (-20 ° C) of the coating layer are 0.3 ≦ tan δc (-20 ° C) / tan δin (-20 ° C). The pneumatic tire according to claim 1 or 2, wherein the relationship of ≦ 0.9 is satisfied. One of claims 1 to 3, wherein the transponder is coated with a coating layer, and the storage elastic modulus E'c (-20 ° C.) of the coating layer at −20 ° C. is in the range of 3 MPa to 17 MPa. Pneumatic tires listed. The pneumatic tire according to any one of claims 1 to 4, wherein the transponder is coated with a coating layer, and the relative permittivity of the coating layer is 7 or less. The pneumatic tire according to any one of claims 1 to 5, wherein the transponder is coated with a coating layer, and the coating layer is composed of a rubber or an elastomer and a white filler of 20 phr or more. The pneumatic tire according to claim 6, wherein the white filler contains 20 phr to 55 phr of calcium carbonate. The pneumatic tire according to any one of claims 1 to 7, wherein the center of the transponder is arranged at a distance of 10 mm or more in the tire circumferential direction from the splice portion of the tire component member. The inflated according to any one of claims 1 to 8, wherein the transponder is arranged between a position 15 mm outward in the tire radial direction from the upper end of the bead core of the bead portion and a tire maximum width position. tire. The pneumatic tire according to any one of claims 1 to 9, wherein the distance between the cross-sectional center of the transponder and the outer surface of the tire is 2 mm or more. The pneumatic tire according to any one of claims 1 to 10, wherein the transponder is coated with a coating layer, and the thickness of the coating layer is 0.5 mm to 3.0 mm. The pneumatic tire according to any one of claims 1 to 11, wherein the transponder has an IC substrate for storing data and an antenna for transmitting and receiving data, and the antenna has a spiral shape.

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